Method and equipment for operating a rail vehicle

Abstract

The invention relates, inter alia, to a method for operating a rail vehicle (10) situated on a railway track system (20). The invention provides, with respect to such a method, for real images (RB) of the railway track system (20) to be recorded using a camera (110) and real track image data (RGBD) to be determined using said real images, for track map data (GKD) which describe the railway track system (20) to be converted into fictitious track image data (FGBD) which correspond to the real track image data (RGBD) if, during conversion of the track map data (GKD) into the fictitious track image data (FGBD), the location of the rail vehicle (10) assumed for the purposes of conversion corresponds to the real location and the orientation of the rail vehicle (10) assumed for the purposes of conversion corresponds to the real orientation, for the fictitious track image data (FGBD) and the real track image data (RGBD) to be compared and the orientation of the rail vehicle (10) assumed for the purposes of conversion to be modified in the context of a modification method and modified fictitious track image data (FGBD) to be calculated until a termination criterion is satisfied, and for the orientation of the rail vehicle (10) assumed when the termination criterion is satisfied to be detected as the actual orientation of the rail vehicle (10) and a corresponding orientation specification (OAt) to be generated.

Description

[0001] 202320153 1 Description Methods and devices for operating a rail vehicle The invention relates to methods for operating a rail vehicle, to orientation detection devices and vehicle control devices for rail vehicles, and to rail vehicles as such. When rail vehicles are traveling, a certain fluctuation in the orientation of the rail vehicles occurs due to the design of the rails and wheels, so that in other words the alignment of the vehicle's longitudinal direction can deviate at least slightly from the respective direction of travel. Such a deviation can lead to problems in monitoring the driving operation and vehicle control. The object of the invention is to provide a methodwith which the respective orientation of the rail vehicle can be determined in a simple manner. This object is achieved according to the invention by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the subclaims. According to the invention, real images of the railway track system are taken with a camera and used to determine real track diagram data. Track map data describing the railway track system are converted into fictitious track diagram data that correspond to the real track diagram data, provided that, when converting the track map data into the fictitious track diagram data, the location of the rail vehicle assumed for the conversion corresponds to the real location and the orientation of the rail vehicle assumed for the conversion corresponds to the real orientation.The fictitious track diagram data and the actual track diagram data are compared, and the orientation of the rail vehicle assumed for the conversion is modified within the framework of a modification process, and modified fictitious track diagram data are calculated until a termination criterion is met. The orientation of the rail vehicle assumed upon fulfillment of the termination criterion is recorded as the actual orientation of the rail vehicle, and a corresponding orientation indication is generated. A significant advantage of the method according to the invention is that it can be implemented very simply and with little additional component expenditure, since only a camera for recording the actual images needs to be provided in terms of hardware.provided that such a system is not already available for other operational reasons. The process steps for determining the orientation information can be carried out using hardware in the form of computer systems, which are already standard in modern rail vehicles, such as their vehicle control units, and can only be upgraded to implement the method according to the invention by retrofitting the software. The same applies if the method is to be carried out trackside using trackside hardware. In order to complete the orientation determination as quickly as possible, it is considered advantageous if the determination of the fictitious track diagram data takes into account a position information provided by a locating device.For example, by using this as the first starting value for an assumed location of the rail vehicle in the initial calculation of the fictitious track diagram data. The best possible match between the fictitious track diagram data and the actual track diagram data will occur if the location and the assumed orientation assumed for the calculation of the fictitious track diagram data match the actual location and the actual orientation. For this reason, a particularly preferred embodiment of the method provides that, within the framework of the modification method, both the location of the rail vehicle assumed for the conversion and the orientation of the rail vehicle assumed for the conversion are modified, and in addition, a location indicating the location of the rail vehicle is determined. 202320153 3 The termination criterion is preferably considered to be met ifif the deviation between the actual track diagram data and the fictitious track diagram data reaches or falls below a specified threshold. The location of the rail vehicle assumed upon fulfillment of the termination criterion is preferably recorded as the actual location of the rail vehicle, and a corresponding location indicating the actual location of the rail vehicle is preferably generated. It is also considered advantageous to perform a check to determine whether an obstacle is located in a track section ahead in the direction of travel, with the orientation information being used for the check. The check to determine whether an obstacle is located in the track section ahead in the direction of travel preferably includes the actual images of the railway track system captured by the camera. In the latter embodiment, the actual camera images are used twice.namely, for determining the vehicle orientation and for obstacle detection. The track map data can be based at least on aerial photographs showing the railway track system traveled by the rail vehicle, and / or surveying data and / or construction planning data. It is advantageous if the track map data include elevation information that describes the topology of the railway track system, so that, for example, gradient influences can be taken into account when calculating the fictitious track map data. The track map data can also be based on measurements taken during reference runs with a measuring vehicle. The invention also relates to an orientation detection device for a rail vehicle. 202320153 4 According to the invention, such an orientation detection device is provided for comprising: an image recognition device that determines real track map data from track map data from a camera,a conversion device designed to convert track map data describing a railway track system into fictitious track diagram data that correspond to the actual track diagram data, provided that, when converting the track map data into the fictitious track diagram data, the location of the rail vehicle assumed for the conversion corresponds to the actual location and the orientation of the rail vehicle assumed for the conversion corresponds to the actual orientation, a comparison and modification device designed to compare the fictitious track diagram data and the actual track diagram data and to modify the orientation of the rail vehicle assumed for the conversion as part of a modification process to form a modified orientation specification, and to cause the conversion device to calculate modified fictitious track diagram data on the basis of the modified orientation specification until a termination criterion is met,and to detect the orientation of the rail vehicle assumed upon fulfillment of the termination criterion as the actual orientation of the rail vehicle and to generate a corresponding orientation indication. With regard to the advantages of the orientation detection device according to the invention and its advantageous embodiments, reference is made to the above explanations in connection with the method according to the invention and its advantageous embodiments. In a preferred embodiment of the orientation detection device, it is provided that it comprises a computer system or is integrated into such a system, which has a computing device, which can comprise one or more computing units, and a memory, and in the memory a computer program product is stored which, when executed by the computing device, the image recognition device,the conversion device and the comparison and modification device. 202320153 5 In a particularly preferred embodiment, the image recognition device, the conversion device, and the comparison and modification device form components of the rail vehicle. Alternatively or additionally, the image recognition device, the conversion device, and the comparison device can be formed by software operating in a cloud. The invention also relates to a rail vehicle. With regard to the rail vehicle, the invention provides that it has an orientation detection device as described above. With regard to the advantages of the rail vehicle according to the invention and its advantageous embodiments, reference is made to the above statements in connection with the method according to the invention and its advantageous embodiments. It is advantageous if the rail vehicle has a computing device,which may comprise one or more computing units, and has a memory, and in the memory a computer program product is stored which, when executed by the computing device, forms the image recognition device, the conversion device, and the comparison and modification device of the orientation detection device. The camera preferably forms a component of the rail vehicle whose orientation is to be determined. The rail vehicle preferably comprises an obstacle detection device which takes the orientation information and the real images of the camera into account when detecting obstacles. The invention also relates to a computer program product. According to the invention, the computer program product comprises program instructions which, when executed by a computing device, cause the computing device to,to form the conversion device and the comparison and modification device of an orientation detection device and / or to carry out a method as described above. The invention also relates to a vehicle control unit for a rail vehicle. According to the invention, the vehicle control unit has a computing device, which can comprise one or more computing units, and a memory, and a computer program product is stored in the memory, which, when executed by the computing device, causes the image recognition device,to form the conversion device and the comparison and modification device of an orientation detection device and / or to carry out a method as described above. The invention is explained in more detail below with reference to exemplary embodiments; by way of example: Figure 1 shows components of an exemplary embodiment of a rail vehicle according to the invention in a schematic side view, wherein exemplary embodiments of the method according to the invention and exemplary embodiments of the orientation detection devices according to the invention are explained with reference to the rail vehicle, Figure 2 shows the rail vehicle according to Figure 1 in a schematic plan view, Figure 3 shows a preferred exemplary embodiment of an orientation detection device that can be used in the rail vehicle according to Figures 1 and 2 and can carry out a method according to the invention, in more detail,Figure 4 shows a further preferred embodiment of an orientation detection device which can be used in the rail vehicle according to Figures 1 and 2 and can carry out a method according to the invention, in more detail, and 202320153 7 Figure 5 shows an embodiment of a vehicle control device according to the invention which can be used advantageously in the rail vehicle according to Figures 1 and 2 and comprises an orientation detection device,which can carry out a method according to the invention. For the sake of clarity, the same reference numerals are always used in the figures for identical or comparable components. Figure 1 shows components of an exemplary embodiment of a rail vehicle 10 according to the invention in a schematic side view during a journey on a railway track system 20 along a direction of travel F predetermined by rails of the railway track system in the direction of an obstacle 30. The rail vehicle 10 comprises, among other things, a camera 110, an orientation detection device 120, and an obstacle detection device 130. The orientation detection device 120 is designed to generate real track diagram data RGBD, i.e. data representing the track diagram of the actual railway track system 20 traveled on, by incorporating real images RB from the camera 110, which show the railway track system 20 traveled on by the rail vehicle 10.to be determined; this will be explained in more detail below. The orientation detection device 120 also converts track map data GKD, which define the railway track system 20, into fictitious track diagram data FGBD. The fictitious track diagram data FGBD describe the track diagram of the railway track system 20 at the location traveled by the rail vehicle 10, taking into account an assumed orientation of the rail vehicle 10. Therefore, if, when converting the track map data GKD into the fictitious track diagram data FGBD, the location of the rail vehicle 10 assumed for the conversion corresponds to the actual location and the orientation of the rail vehicle 10 assumed for the conversion corresponds to the actual orientation, the 202320153 8 fictitious track diagram data FGBD correspond to the real track diagram data RGBD.at least largely apart from certain tolerances. Within the framework of a modification and optimization process, the orientation detection device 120 can modify the parameters used to calculate the fictitious track diagram data FGBD into the real track diagram data RGBD, i.e., the assumed orientation and the assumed location of the rail vehicle 10, until the deviation of the fictitious track diagram data FGBD from the real track diagram data RGBD becomes minimal and / or falls below a predetermined deviation threshold. As soon as the minimum is reached and / or the predetermined deviation threshold is undershot, the orientation detection device 120 can assume,that it has taken into account the correct location and orientation of the rail vehicle 10 for the calculation of the fictitious track diagram data FGBD into the real track diagram data RGBD and can generate an orientation value OAt indicating the actual orientation of the rail vehicle 10, which it makes available to the obstacle detection device 130. The orientation value OAt output by the orientation detection device 120 can be an absolute angle value with respect to a global coordinate system or, alternatively, quantify an angle error relative to the alignment of the rails of the railway track system 20. Based on the orientation value OAt and preferably also taking into account the real images RB from the camera 110, the obstacle detection device 130 determines whether there is a risk of collision during the further travel of the rail vehicle 10. If a risk of collision is detected,Thus, the obstacle detection device 130 preferably generates a warning signal WS. Figure 2 shows the rail vehicle 10 according to Figure 1 in a simplified plan view. It can be seen that, due to the design of the rails of the railway track system 20 and the wheels of the rail vehicle 10, the orientation of the rail vehicle 10—compared to the respective longitudinal direction of the rails 202320153 9 and thus the direction of travel F—can fluctuate during travel, and the rail vehicle 10 can be oriented slightly differently than the longitudinal direction of the rails. In other words, an angle error can occur between the longitudinal direction of the rails and the longitudinal direction of the rail vehicle 10, which is designated by the reference symbol ϕ in Figure 2. The orientation information OAt output by the orientation detection device 120 can, for example, quantify this angle error ϕ. Also visible in Figure 2 is the obstacle 30.which is also visible in the real images RB of camera 110 and is located at a relatively large distance A from the rail vehicle 10. Due to the large distance A, the above-described error angle ϕ between the orientation of the rail vehicle 10 relative to the orientation of the rails can lead to a misinterpretation of the real images RB of camera 110 if this error angle ϕ is not taken into account during obstacle detection. To visualize the problem, Figure 2 shows the obstacle 30 both next to the rails at a location without a risk of collision (dashed line) and in the track bed with a risk of collision (solid line). By taking into account the orientation information OAt of the orientation detection device 120 when evaluating the real images RB of camera 110, the obstacle detection device 130 can reduce the risk.that any existing angle error ϕ between the rail vehicle 10 and the direction of travel F specified by the rails leads to a misinterpretation, and an obstacle 30 located in the track bed (see the obstacle 30 marked with a solid line in Figure 2) is incorrectly classified as outside the track bed (see the obstacle 30 marked with a dashed line in Figure 2). Figure 3 shows an embodiment of the orientation detection device 120 according to Figure 1 in more detail. The orientation detection device 120 comprises an image recognition device 121, which determines real track diagram data RGBD, i.e., track diagram data that describe the real track system, from the real images RB of the camera 110. The recognition of the tracks in the real images RB can be carried out using generally known image recognition software, for example, using artificial intelligence.which has been trained to recognize rails and rail paths in images RB. Furthermore, the orientation detection device 120 comprises a conversion device 122, which converts the track map data GKD, which describe the railway track system 20, into fictitious track diagram data FGBD. The conversion of the track map data GKD into the fictitious track diagram data FGBD is carried out, for example, using generally known image generation software, which can generate images based on spatial object definitions that correspond to a spatial three-dimensional view. The conversion device 122 can, for example, use conversion methods such as those used in the field of "virtual reality" to display fictitious three-dimensional images of a track defined by map data on "virtual reality" displays.to create a fictitious environment. When converting the track map data GKD into the fictitious track diagram data FGBD, at least the tilt angle β of the camera 110 to the horizontal is preferably also taken into account in order to ensure that the real track diagram data RGBD determined from the images RB of the camera 110 correspond as closely as possible to the fictitious track diagram data FGBD. The track map data GKD can be based, for example, on aerial photographs showing the railway track system 20 traveled by the rail vehicle 10, survey data of the railway track system 20, or construction planning data of the railway track system 20. The track map data GKD can also be based on measurements taken during reference runs with a measuring vehicle. The track map data GKD can be only two-dimensional, thus ignoring the topology, or three-dimensional and include elevation information.which describe the system topology of the railway track system 20. 202320153 11 If, during the conversion of the track map data GKD into the fictitious track diagram data FGBD, the location of the rail vehicle 10 assumed for the conversion corresponds to the actual location of the rail vehicle 10 and the orientation of the rail vehicle 10 assumed for the conversion corresponds to the actual orientation of the rail vehicle 10, ideally or theoretically, a perfect match can be determined between the fictitious track diagram data FGBD and the real track diagram data RGBD. This circumstance is exploited by the orientation detection device 120 to determine the actual location and orientation of the rail vehicle 10. The orientation detection device 120 also comprises a comparison and modification device 123,which compares the fictitious track diagram data FGBD and the real track diagram data RGBD. If the fictitious track diagram data FGBD and the real track diagram data RGBD match, it can be concluded that the conversion of the track map data GKD into the fictitious track diagram data FGBD was carried out on the basis of the actual location and the actual orientation of the rail vehicle 10. In such a case, the comparison and modification device 123 can output an orientation indication OAt on the output side, which indicates the orientation used for the conversion, which is now assumed to be actually correct, and a location indication Xt, which indicates the location used for the conversion, which is assumed to be the actually correct location. If the fictitious track diagram data FGBD and the real track diagram data RGBD do not match, or at least do not match sufficiently,Thus, the comparison and modification device 123 can slightly modify the assumed orientation of the rail vehicle 10 and preferably also the assumed location of the rail vehicle 10 as part of a modification process, forming a modified orientation specification OAm and a modified location specification Xm, and cause the conversion device 122 to calculate modified fictitious track diagram data FGBD based on the modified orientation specification OAm and the modified location specification Xm. 202320153 12 Subsequently, the comparison and modification device 123 can again perform a comparison between the fictitious and the real track diagram data. The orientation detection device 120 can run through this loop of modifying the orientation and location, recalculating the fictitious track diagram data FGBD, and comparing the fictitious track diagram data FGBD and the real track diagram data RGBD as often as necessary.until a termination criterion is met. The orientation of the rail vehicle 10 assumed upon fulfillment of the termination criterion can be recorded by the comparison and modification device 123 as the actual orientation of the rail vehicle 10 and can generate the corresponding orientation information OAt. The same applies to the respective location of the rail vehicle 10: The location Xm of the rail vehicle 10 assumed upon fulfillment of the termination criterion can be recorded by the comparison and modification device 123 as the actual location of the rail vehicle 10 and can generate a corresponding location information Xt that indicates the actual location of the rail vehicle. As a starting value for executing the method or the first loop run of the optimization method, the orientation detection device 120 can use a position information Xs with respect to the location of the rail vehicle 10.which is supplied by a positioning device 140, such as a GPS system or an odometer. As the starting value OAs for the orientation of the rail vehicle 10, the orientation detection device 120 can assume an angle of error ϕ relative to the direction of the rails of zero degrees. Figure 4 shows a preferred embodiment of the orientation detection device 120 according to Figure 3. The orientation detection device 120 comprises a computing device 11a, which can comprise one or more computing units, and a memory 11b. A computer program product CPP is stored in the memory 11b, which, when executed by the computing device 11a, forms the image recognition device 121, the conversion device 122, and the comparison and modification device 123 of the orientation detection device 120, as well as preferably also the obstacle detection device 130.as explained above by way of example in connection with Figures 1 to 3. For this purpose, the computer program product CPP comprises an orientation detection software module SW120, which has an image recognition software module SW121, a conversion software module SW122, and a comparison and modification device software module SW123, as well as an obstacle detection software module SW130. In the exemplary embodiment according to Figure 4, the track map data GKD are stored in a memory section SA of the memory 11b. Figure 5 shows a particularly preferred embodiment of the rail vehicle 10 according to Figure 1. The rail vehicle 10 is equipped with a vehicle control unit 11, which has a computing device 11a, which can comprise one or more computing units, and a memory 11b. Vehicle control software FSW is stored in the memory 11b, which, when executed by the computing device 11a, controls the rail vehicle 10.as is known from conventional rail vehicles. Also stored in the memory 11b are the track map data GKD (see memory section SA) and a computer program product CPP, which, when executed by the computing device 11a, forms the image recognition device 121, the conversion device 122, and the comparison and modification device 123 of the orientation detection device 120, as well as the obstacle detection device 130, as explained above by way of example in connection with Figures 1 to 3. For this purpose, the computer program product CPP comprises an orientation detection software module SW120, which has an image recognition software module SW121, a conversion software module SW122, and a comparison and modification device software module SW123, and an obstacle detection software module SW130. 202320153 14 Finally, it should be mentioned thatthat the features of all the above-described embodiments can be combined with each other in any way to form further alternative embodiments of the invention. All features of subclaims can also be combined with each of the independent claims, either individually or in any combination with one or more other subclaims, to obtain further alternative embodiments.

[0002] 202320153 15 List of reference symbols 10 Rail vehicle 11 Vehicle control unit 11a Computing device 11b Memory 20 Railway track system 30 Obstacle 110 Camera 120 Orientation detection device 121 Image recognition device 122 Conversion device 123 Comparison and modification device 130 Obstacle detection device 140 Locating device A Distance CPP Computer program product F Direction of travel FGBD Fictitious track diagram data FSW Vehicle control software GKD Track map data OAm Modified orientation information OAs Start value OAt Orientation information RB Real images RGBD Real track diagram data SA Memory section SW120 Orientation detection software module SW121 Image recognition software module SW122 Conversion software module SW123 Comparison and modification device software module SW130 Obstacle detection software module 202320153 16 WS Warning signal Xm Modified location information Xs Position information Xt Location information ϕ Error angle β Tilt angle

Claims

202320153 17 claims 1. A method for operating a rail vehicle (10) located on a railway track system (20), characterized in that − real images (RB) of the railway track system (20) are recorded with a camera (110) and real track diagram data (RGBD) are determined with these, − track map data (GKD) describing the railway track system (20) are converted into fictitious track diagram data (FGBD) that correspond to the real track diagram data (RGBD), provided that when converting the track map data (GKD) into the fictitious track diagram data (FGBD), the location of the rail vehicle (10) assumed for the conversion corresponds to the real location and the orientation of the rail vehicle (10) assumed for the conversion corresponds to the real orientation,− the fictitious track diagram data (FGBD) and the real track diagram data (RGBD) are compared, and the orientation of the rail vehicle (10) assumed for the conversion is modified within the framework of a modification process, and modified fictitious track diagram data (FGBD) are calculated until a termination criterion is met, and − the orientation of the rail vehicle (10) assumed upon fulfillment of the termination criterion is recorded as the actual orientation of the rail vehicle (10), and a corresponding orientation indication (OAt) is generated.

2. Method according to claim 1, characterized in that the determination of the fictitious track diagram data (FGBD) takes into account a position indication supplied by a locating device (140).

3. Method according to one of the preceding claims, characterized in that, 202320153 18 − within the scope of the modification method, both the location of the rail vehicle (10) assumed for the conversion and the orientation of the rail vehicle (10) assumed for the conversion are modified, and − additionally, a location specification (Xt) indicating the actual location of the rail vehicle (10) is determined.

4. Method according to one of the preceding claims, characterized in that the termination criterion is considered to be met if the deviation between the real track diagram data (RGBD) and the fictitious track diagram data (FGBD) reaches or falls below a predetermined threshold. 5.Method according to one of the preceding claims, characterized in that the location of the rail vehicle (10) assumed upon fulfillment of the termination criterion is recorded as the actual location of the rail vehicle (10), and a corresponding location information (Xt) indicating the actual location of the rail vehicle (10) is generated.

6. Method according to one of the preceding claims, characterized in that − a check is carried out to determine whether an obstacle (30) is located in a track section ahead in the direction of travel (F), − the orientation information (OAt) is used in the check.

7. Method according to claim 6, characterized in that the check to determine whether an obstacle (30) is located in the track section ahead in the direction of travel (F) includes the real images (RB) of the railway track system (20) recorded with the camera (110). 8.Method according to one of the preceding claims, characterized in that. 202320153 19 − the track map data (GKD) are based at least also on aerial photographs showing the railway track system (20) travelled on by the rail vehicle (10), and / or surveying data and / or construction planning data and / or measurements taken during reference runs with a measuring vehicle, and / or − the track map data (GKD) include height information describing the system topology of the railway track system (20). − 9. Orientation detection device (120) for a rail vehicle (10), characterized in that − the orientation detection device (120) comprises: − an image recognition device (121) which determines real track diagram data (RGBD) from track diagram data of a camera (110), − a conversion device (122) which is designed to convert track map data (GKD) which describe a railway track system (20) into fictitious track diagram data (FGBD) which correspond to the real track diagram data (RGBD),provided that, when converting the track map data (GKD) into the fictitious track diagram data (FGBD), the location of the rail vehicle (10) assumed for the conversion corresponds to the actual location and the orientation of the rail vehicle (10) assumed for the conversion corresponds to the actual orientation, − a comparison and modification device (123) designed to compare the fictitious track diagram data (FGBD) and the actual track diagram data (RGBD) and to modify the orientation of the rail vehicle (10) assumed for the conversion within the framework of a modification process to form a modified orientation information (OAt) and to cause the conversion device (122) to calculate modified fictitious track diagram data (FGBD) on the basis of the modified orientation information (OAt) until a termination criterion is met,and to detect the orientation of the rail vehicle (10) assumed upon fulfillment of the termination criterion as the actual orientation of the rail vehicle (10) and to generate a corresponding orientation indication (OAt).

10. Orientation detection device (120) according to claim 9, characterized in that, 202320153 20 − the orientation detection device (120) comprises or is integrated into a computer system having a computing device (11a), which may comprise one or more computing units, and a memory (11b), and − a computer program product (CPP) is stored in the memory (11b), which, when executed by the computing device (11a), forms the image recognition device (121), the conversion device (122), and the comparison and modification device (123) and / or executes a method according to one of the preceding methods 1 to 8. 11.Orientation detection device (120) according to one of the preceding claims 9 to 10, characterized in that − the image recognition device (121), the conversion device (122), and the comparison and modification device (123) are components of the rail vehicle (10), and / or − the image recognition device (121), the conversion device (122), and the comparison device are formed by software operating in a cloud. − 12. Rail vehicle (10), characterized in that the rail vehicle (10) has an orientation detection device (120) which is designed according to one of the preceding claims 9 to 11 and / or can execute a method according to one of the preceding methods 1 to 8. 13.Rail vehicle (10) according to claim 12, characterized in that − the rail vehicle (10) has a camera (110), a computing device (11a), which can comprise one or more computing units, and a memory (11b) and − a computer program product (CPP) is stored in the memory (11b) which, when executed by the computing device (11a), the image recognition device (121), the conversion device (122) and the comparison and modification device (123), the orientation detection device (120) of the device designed according to one of the preceding claims 9 to 11. 202320153 21 forms an orientation device and an obstacle detection device (130) and / or executes a method according to one of the preceding methods 1 to 8.

14. Computer program product (CPP), characterized in that the computer program product (CPP) comprises program instructions which, when executed by a computing device (11a), cause the computing device (11a) to form the image recognition device (121), the conversion device (122), and the comparison and modification device (123) of an orientation detection device (120) designed according to one of the preceding claims 9 to 11 and / or to execute a method according to one of the preceding claims 1 to 8. 15.Vehicle control unit for a rail vehicle (10), characterized in that − the vehicle control unit has a computing device (11a), which can comprise one or more computing units, and a memory (11b), and − a computer program product (CPP) according to claim 14 is stored in the memory (11b), which, when executed by the computing device (11a), causes it to form the image recognition device (121), the conversion device (122), and the comparison and modification device (123) of an orientation detection device (120) designed according to one of the preceding claims 9 to 11 and / or to carry out a method according to one of the preceding claims 1 to 8.

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