Note: Descriptions are shown in the official language in which they were submitted.
A 0 CA 03067782 2019-12-18
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RUNNING LOCATION IDENTIFICATION SYSTEM, RUNNING LOCATION
IDENTIFICATION APPARATUS, AND RUNNING LOCATION IDENTIFICATION
METHOD FOR RAILROAD CARS
Technical Field
[0001] The present invention relates to technology for identifying a running
location of
a railroad car running on a track.
Background Art
[0002] Patent Document 1 discloses technology for identifying a running
location of a
railroad car using a global positioning system (GPS).
Prior Art Document
Patent Document
[0003] Patent Document 1: U.S. Patent No. 8209145
Summary
Problem to be Solved by the Invention
[0004] There is nevertheless a demand for greater accuracy in identifying a
location of
a railroad car running on a track.
[0005] It is thus an object of the present invention to enable identification
of a running
location of a railroad car with greater accuracy.
Means to Solve the Problem
[0006] To solve the above-mentioned problem, a running location identification
system
for railroad cars includes: a track displacement output unit outputting a
signal
responsive to displacement of a track when a railroad car is running on the
track; and
a running location identification unit determining whether the railroad car
has run in a
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predetermined range of the track based on a degree of similarity between
displacement
data based on output from the track displacement output unit and reference
profile data
responsive to track displacement in the predetermined range.
[0007] To solve the above-mentioned problem, a running location identification
apparatus for railroad cars includes: a track displacement signal input unit
receiving, as
input, a signal based on displacement of a track when a railroad car is
running on the
track; and a running location identification unit determining whether the
railroad car has
run in a predetermined range of the track based on a degree of similarity
between
displacement data based on input into the track displacement signal input unit
and
reference profile data responsive to track displacement in the predetermined
range.
[0008] To solve the above-mentioned problem, a running location identification
method
for railroad cars includes the steps of: (a) outputting a signal responsive to
displacement
of a track when a railroad car is running on the track; (b) evaluating a
degree of similarity
between displacement data based on output responsive to the displacement of
the track
and reference profile data responsive to track displacement in a predetermined
range of
the track; and (c) determining whether the railroad car has run in the
predetermined range
based on the evaluated degree of similarity.
Effects of the Invention
[0009] According to the present invention, the running location of the
railroad car can
be identified with greater accuracy by determining whether the railroad car
has run in the
predetermined range of the track based on the degree of similarity between the
displacement data based on the output responsive to the displacement of the
track when
the railroad car is running on the track and the reference profile data
responsive to the
track displacement in the predetermined range.
Brief Description of Drawings
1
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[0010] FIG. 1 is a block diagram showing a running location identification
system for
railroad cars according to a first embodiment.
FIG. 2 is a flowchart showing an example of processing performed by a running
location identification unit.
FIG. 3 is a diagram showing an example of identification of a running location
of a railroad car in a case where a track branches.
FIG. 4 is a diagram showing an example of identification of the running
location
of the railroad car in a case where a single track linearly extends without
branching
midway.
FIG. 5 is a block diagram showing a running location identification system for
railroad cars according to a second embodiment.
FIG. 6 is a flowchart showing an example of overall processing performed by
the running location identification system.
FIG. 7 shows an example of displacement data.
FIG. 8 is a diagram showing an example of conversion of displacement data
with respect to time into displacement data with respect to a distance.
FIG. 9 is a diagram showing an example of evaluation of a degree of similarity
between displacement data and reference profile data in the case where the
track
branches.
FIG. 10 shows a track displacement output unit according to a modification.
FIG. 11 is a block diagram showing a running location identification system
for
railroad cars according to the modification.
Description of Embodiments
[0011] {First Embodiment}
A running location identification system, a running location identification
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apparatus, and a running location identification method for railroad cars
according to a
first embodiment will be described below. FIG. 1 is a block diagram showing
the
running location identification system for railroad cars.
[0012] Turning now to a description of a railroad car into which the system is
incorporated, a railroad car 20 runs on a track 10. The track 10 is a linear
road guiding
the railroad car along a path. The track 10 herein includes two rails 12. The
two rails
12 are laid in parallel with each other over the ground via ties and the like.
The track
may be a track including only one rail guiding the railroad car, as in
monorails. The
track may be provided in the air using a viaduct or may be laid underground.
[0013] The railroad car 20 includes a body 22 and a truck 24. The truck 24
includes a
truck frame 25 and a plurality of wheels 26. The wheels 26 are rotatably
supported by
the truck frame 25 via an axle on the left and right sides of the truck frame
25. The left
and right sides herein refer to the left and right sides as viewed in a
direction of travel
from within the railroad car 20. The left and right wheels 26 run on the rails
12 while
being guided by the respective rails 12. The truck 24 is supported at the
bottom of the
body 22, and runs on the track 10 so that the railroad car 20 including the
body 22 runs
along the track 10. The railroad car 20 may be any of a locomotive and a
freight car of a
freight train, a locomotive, a passenger car, a motorized passenger car, and a
trailing
passenger car of a passenger train, and the like as long as it runs on the
track 10.
[0014] As shown in FIG. 1, a running location identification system 30 for
railroad cars
is mounted to the railroad car 20. The running location identification system
30 for
railroad cars includes a track displacement output unit 32 and a running
location
identification unit 40.
[0015] The track displacement output unit 32 is configured to output a signal
responsive to displacement of the track 10 when the railroad car 20 is running
on the track
t
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10. The displacement of the track 10 herein means a change in
location of any portion
of the track 10 in a direction of extension of the track 10. The displacement
of the track
includes a change in location of a surface portion of one of the rails 12 and
a change in
relative locations of surface portions of the two rails 12. One example of the
former
5 case is a case where a location of a surface portion of the track 10
changes in the direction
of extension of the track 10 due to the influence of distortion, deformation,
and wear of
the rails 12, joints of the rails 12, and the like. One example of the latter
case is a case
where the distance between the two rails 12 changes in the direction of
extension of the
track 10. The track displacement output unit 32 outputs a signal responsive to
such a
10 change of the surface portion of the track 10.
[0016] The track displacement output unit 32 is only required to directly or
indirectly
acquire a condition responsive to displacement of the track 10, and output a
signal
responsive to the condition when the railroad car 20 is running on the track
10.
[0017] For example, if the rails 12 are displaced, the displacement is
transferred to the
railroad car 20 through the wheels 26 running on the rails 12. A signal
indicating
detection of movement of the railroad car 20 based on the displacement of the
rails 12 can
thus be used as the signal responsive to the displacement of the track 10. In
this case,
the displacement of the rails 12 is attenuated as it is transferred through
the wheels 26 to
the body 22, and thus displacement of a portion of the railroad car 20 closer
to the wheels
26 may be detected. As the track displacement output unit 32, a structure
including an
acceleration sensor provided to an axle box supporting the axle connected to
the wheels
can be used, for example.
[0018] Alternatively, a condition of the rails 12 may directly be acquired
from the
railroad car 20, and the signal responsive to the displacement of the track 10
may be
output based on the condition, for example. For example, images of the rails
12 may be
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captured from the railroad car 20 using imaging apparatuses, locations of the
surface
portions of the rails 12 may be recognized from the captured images, and the
signal
responsive to the displacement of the track 10 may be output based on a change
in
recognized locations of the surface portions. Alternatively, a sensor, such as
an optical
location sensor, an ultrasonic location sensor, and an eddy-current
displacement sensor,
may be provided to the railroad car 20, the displacement of the track 10 may
be detected
using the sensor, and the results of detection may be output as the signal
responsive to the
displacement of the track 10.
[0019] The running location identification unit 40 is configured to identify
whether the
railroad car 20 is running in a predetermined range of the track 10 based on a
degree of
similarity between displacement data based on output from the track
displacement output
unit 32 and reference profile data Prf responsive to track displacement in the
predetermined range.
[0020] The running location identification unit 40 is configured by a computer
40A
including a central processing unit (CPU), read only memory (ROM), random
access
memory (RAM), and the like. The running location identification unit 40 is
also the
running location identification apparatus. The computer 40A includes a storage
41
configured by rewritable flash memory, a magnetic storage device, or the like.
A
running location identification program for causing the computer 40A to
perform
processing as the running location identification unit 40 is stored in the
storage 41. The
CPU performs operations according to procedures described in the running
location
identification program so that the computer 40A performs processing as the
running
location identification unit 40.
[0021] The storage 41 is mounted to the railroad car 20. The reference profile
data Prf
is stored in the storage 41. The reference profile data Prf is data responsive
to the track
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displacement in the predetermined range of the track 10. The predetermined
range of
the track 10 is any range of the track 10 set beforehand, and is, for example,
a range of
several meters to several tens of meters, in particular, a range of 10 meters.
The
predetermined range of the track 10 is set, for example, to a range of the
track 10 in which
it is desirable to know a location of the railroad car 20. The range in which
it is
desirable to know the location of the railroad car 20 is, in a case where the
track has a
branching point, a range of a predetermined distance (e.g., a range of 10
meters) from the
branching point, or, in a case where a plurality of tracks are laid side by
side, at least part
(e.g., a range of 10 meters) of a range in which the tracks are laid side by
side, for
example.
[0022] The reference profile data Prf may be previously measured data, or may
be data
generated inferentially from a design drawing, observation results, and the
like of the
track 10. The previously measured data includes data measured when the
railroad car 20
as a target of identification of the running location actually runs in the
predetermined
range of the track 10, data measured when the railroad car 20 of the same
model as or of a
different model from the railroad car 20 as the target of identification of
the running
location actually runs in the predetermined range of the track 10, and data
measured when
a car for a running test at the time of laying the track 10 actually runs in
the
predetermined range of the track 10.
[0023] The degree of similarity is evaluated by various evaluation values for
evaluating
similarity between a plurality of pieces of data. The degree of similarity may
be
evaluated by numerical values on a multi-point scale or on a two-point scale
indicating
whether there is similarity or not. The degree of similarity may be evaluated
by various
operations, such as a cross-correlation operation, or may be evaluated using a
machine
learning apparatus having undergone prior learning, for example.
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[0024] FIG. 2 is a flowchart showing an example of processing performed by the
running location identification unit 40.
[0025] In a step SI, the signal indicating the track displacement is input
from the track
displacement output unit 32 into the running location identification unit 40.
[0026] In the next step S2, the running location identification unit 40
evaluates the
degree of similarity between the displacement data based on the output from
the track
displacement output unit 32 and the reference profile data Prf For example,
the
displacement data based on the output from the track displacement output unit
32 can be
expressed as a waveform showing a change in physical quantity responsive to
the track
displacement with respect to time or a distance corresponding to the
predetermined range
of the track 10. Similarly, the reference profile data Prf can be data set in
advance as a
waveform showing a change in physical quantity responsive to the track
displacement
with respect to the time or the distance corresponding to the predetermined
range of the
track 10. These pieces of data expressed as the waveforms can be expressed by
data
strings equally divided by the time or the distance, for example. The running
location
identification unit 40 evaluates the degree of similarity between waveform
data
representing the displacement data evaluated when the railroad car 20 actually
runs on the
track 10 and waveform data representing the reference profile data Prf. As
described
above, the degree of similarity between the two pieces of waveform data can be
evaluated,
for example, by the cross-correlation operation. The cross-correlation
operation is
processing to evaluate an evaluation value indicating the degree of similarity
between the
two pieces of waveform data by performing an operation including processing to
accumulate the product of corresponding portions of the two pieces of waveform
data
while shifting the two pieces of waveform data. The
value evaluated by the
cross-correlation operation increases with increasing similarity between the
two pieces of
w
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waveform data. In the cross-correlation operation, normalization may be
performed so
that the value has a maximum value of 1.
[0027] In the next step S3, the running location identification unit 40
determines
whether the railroad car 20 has run in the predetermined range based on the
evaluated
degree of similarity. When it is determined, from the degree of similarity
evaluated in
the step S2, that the displacement data based on the output from the track
displacement
output unit 32 is similar to the reference profile data Prf, it is determined
that the railroad
car 20 has run in the predetermined range corresponding to the reference
profile data PIT
When it is determined that the displacement data based on the output from the
track
displacement output unit 32 is not similar to the reference profile data Prf,
it is determined
that the railroad car 20 has not run in the predetermined range corresponding
to the
reference profile data Prf. For example, in a case where the degree of
similarity is
evaluated by the cross-correlation operation in the above-mentioned step S2,
whether the
railroad car 20 has run in the predetermined range corresponding to the
reference profile
data Prf can be determined from the magnitude of the value evaluated as
results of the
operation. Whether the displacement data is similar to the reference profile
data Prf may
be determined through absolute evaluation in view of an absolute criterion,
through
relative evaluation in view of comparison with a plurality of pieces of the
reference
profile data Prf, or through a combination thereof.
[0028] In a case where the reference profile data Prf is set in a range in
which
characteristic data (e.g., waveform data having a gradient of a predetermined
value or
more) is shown, and the displacement data based on the output from the track
displacement output unit 32 includes data similar to the reference profile
data Prf
representing the characteristic data, it may be determined that the railroad
car 20 has run
in the predetermined range corresponding to the reference profile data Prf.
The
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displacement data as a target of comparison may be narrowed down in a certain
range by
a running distance, running time, and the like of the railroad car 20. In a
case where the
reference profile data Prf is set in the range in which the characteristic
data is shown as
described above, the displacement data as the target of comparison may be
narrowed
5 down in a range in which a similar tendency to the characteristic data is
shown.
[0029] FIG. 3 is a diagram showing an example of identification of the running
location
of the railroad car 20 in a case where the track branches. In FIG. 3, the
track 10 includes
an original track 10R, a track 10A, a track 10B, and a track IOC. The original
track lOR
branches into a plurality of tracks when extending from one side to the other
side (from
10 the left side to the right side in FIG. 3). More specifically, the
original track 1OR
branches into the track 10B at a first railroad switch 11(1), and branches
into the track
10C at a second railroad switch 11(2). The original track 1OR extends as it is
to lead to
the track 10A. The railroad car 20 can travel to any of the tracks 10A, 10B,
and 10C
depending on switching states of the first railroad switch 11(1) and the
second railroad
switch 11(2).
[0030] In an example shown in FIG. 3, the tracks 10A, 10B, and 10C into which
the
track branches extend in parallel with each other with relatively narrow
spaces
therebetween. In positioning technology using a GPS, an error of several
meters or
more can be caused to make it difficult to determine one of the tracks 10A,
10B, and 10C
on which the car is running. The fact that the railroad car 20 has reached a
branching
range into the tracks 10A, 10B, and 10C can be identified by the positioning
technology
using the GPS and from an accumulated distance from a predetermined reference
location
based on a tacho-generator and the like provided to the railroad car 20. In
such a case,
the running location identification system 30 for railroad cars is used
effectively.
[0031] In a case where the running location identification system 30 for
railroad cars is
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applied at a branching location of the track 10, pieces of the reference
profile data Prf(A),
Prf(B), and Prf(C) corresponding to the respective tracks 10A, 10B, and 10C
into which
the track branches are stored in advance. The piece of the reference profile
data Prf(A)
is set in a range including the track 10A, and is herein set in a
predetermined range
including the original track I OR and the track IOA. The piece of the
reference profile
data Prf(B) is set in a predetermined range including the track 10B, and is
herein set in a
predetermined range including the original track 1OR and the track 10B. The
piece of
the reference profile data Prf(C) is set in a range including the track 10C,
and is herein set
in a predetermined range including the original track 1OR and the track 10C.
Each of the
pieces of the reference profile data Prf(A), Prf(B), and Prf(C) may not
include a range of
the original track 10R. For example, the pieces of the reference profile data
Prf(A),
Prf(B), and Prf(C) may respectively be set in a range mainly including the
track 10A, in a
predetermined range mainly including the track 10B, and in a range mainly
including the
track 10C.
[0032] Assume that the railroad car 20 travels from the original track I OR to
any of the
tracks 10A, 10B, and IOC. In this case, the running location identification
unit 40
evaluates a degree of similarity between the displacement data based on the
output from
the track displacement output unit 32 and each of the pieces of the reference
profile data
Prf(A), Prf(B), and Prf(C), and determines the most similar one of the pieces
of the
reference profile data Prf(A), Prf(B), and Prf(C) as that corresponding to the
running
location of the railroad car 20, that is, the track.
[0033] In the example shown in FIG. 3, the railroad car 20 travels from the
original
track 1OR to the track 10B. In this case, the track displacement output unit
32 outputs a
signal responsive to the track displacement from the original track 1OR to the
track I OB.
In this case, the running location identification unit 40 evaluates degrees of
similarity
f
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between displacement data f responsive to the track displacement from the
original track
1 OR to the track 10B and the pieces of the reference profile data Prf(A),
Prf(B), and
Prf(C), and compares the magnitudes of evaluation values of the respective
degrees of
similarity. A result that the displacement data f is most similar to the piece
of the
reference profile data Prf(B) is to be shown. Specifically, in a case where
the degrees of
similarity are evaluated by the cross-correlation operation, the cross-
correlation operation
is performed between the displacement data and the piece of the reference
profile data
Prf(A), and a maximum value thereof is used as an evaluation value. Similarly,
the
cross-correlation operation is performed between the displacement data and the
piece of
the reference profile data Prf(B), and a maximum value thereof is used as an
evaluation
value. Similarly, the cross-correlation operation is performed between the
displacement
data and the reference profile data Prf(C), and a maximum value thereof is
used as an
evaluation value. When these evaluation values are compared in a case where
the
railroad car 20 has traveled from the original track 1OR to the track 10B, the
evaluation
value of the degree of similarity between the displacement data and the piece
of the
reference profile data Prf(B) is the largest. It is thus determined, based on
the degrees of
similarity, that the railroad car 20 has run in the predetermined range
including the track
10B corresponding to the piece of the reference profile data Prf(B).
[0034] As described above, the reference profile data may be set in the range
in which
the characteristic data (e.g., the waveform data having the gradient of the
predetermined
value or more) is shown. For example, data in a range U(a) in which a large
change is
shown may be set as the reference profile data corresponding to the track 10A,
data in a
range U(b) in which a large change is shown may be set as the reference
profile data
corresponding to the track I OB, and data in a range U(c) in which a series of
a plurality of
large changes is shown may be set as the reference profile data corresponding
to the track
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10C. In the case where the running location identification system 30 for
railroad cars is
applied at the branching location of the track 10 as described above and in
other cases, the
pieces of the reference profile data corresponding to the respective tracks
10A, 10B, and
10C into which the track branches may not be set in the same range, and may be
set in
5 different ranges.
[0035] When the degree of similarity between the reference profile data and
the
displacement data based on the output from the track displacement output unit
32 as
detected is evaluated, the range of the displacement data may be narrowed down
based on
the running distance of the railroad car 20, or may be narrowed down based on
the
running time (e.g., estimated time of running through the branching location)
of the
railroad car 20 as described above. As described above, in the case where the
reference
profile data is set in the range in which the characteristic data (e.g., the
waveform data
having the gradient of the predetermined value or more) is shown, the
displacement data
may be narrowed down in the range in which a similar tendency to the
characteristic data
is shown (e.g., a range in which the gradient of more than the predetermined
value is
shown or a predetermined range around the range).
[0036] In an example shown in FIG. 4, a single track 10 extends without
branching
midway. Identification of the running location of the railroad car 20 on the
track 10 is
considered. As described above, in the positioning technology using the GPS,
the error
of several meters or more can be caused to make it difficult to identify the
running
location of the railroad car 20 on the track 10 with accuracy.
[0037] In a case where the running location identification system 30 is
applied to the
single track 10, the reference profile data Prf corresponding to a
predetermined range (a
range in which it is desirable to identify the location of the railroad car
20) of the track 10
is stored in advance. In the railroad car 20, the track displacement output
unit 32
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continuously outputs the signal responsive to the displacement of the track
10. The
running location identification unit 40 can thus continuously evaluate the
displacement
data f based on the track displacement of the track 10. The running location
identification unit 40 sequentially evaluates degrees of similarity between
pieces of data
f(1), f(2), f(3), f(4),... of the displacement data and the reference profile
data Prf while
shifting a distance segment or a time segment corresponding to the reference
profile data
Prf to a(1), a(2), a(3), .... When any of the degrees of similarity between
the pieces of
data f(1), f(2), f(3), f(4),... and the reference profile data Prf evaluated
by the running
location identification unit 40 meets a condition for identification (e.g.,
when any of
evaluation values indicating the degrees of similarity exceeds a predetermined
value set in
advance in a case where the degrees of similarity are evaluated by the cross-
correlation
operation), the fact that the railroad car 20 has run in the predetermined
range
corresponding to the reference profile data Prf in the distance or time
segment (a segment
corresponding to a shift amount in which the evaluation value exceeds the
predetermined
value set in advance in the case where the degrees of similarity are evaluated
by the
cross-correlation operation) corresponding to the piece of data can be
identified with
greater accuracy.
[0038] The signal responsive to the displacement of the track 10 output from
the track
displacement output unit 32 and the reference profile data Prf may be compared
continuously during running of the railroad car 20 or may be compared in a
range in
which it is determined that the railroad car 20 has approached the
predetermined range
corresponding to the reference profile data Prf based on mileage information
indicating
the running distance of the railroad car 20 or latitude and longitude
information based on
the GPS.
[0039] According to the running location identification system, the running
location
=
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identification apparatus, and the running location identification method for
railroad cars
as described above, the running location of the railroad car 20 can be
identified with
greater accuracy based on the degree of similarity between the displacement
data based
on the output from the track displacement output unit 32 and the reference
profile data
5 responsive to the track displacement in the predetermined range of the
track 10.
[0040] In particular, by comparing the displacement data when the railroad car
20
actually runs and the reference profile data Prf responsive to the track
displacement, the
running location of the railroad car 20 can be identified with greater
accuracy regardless
of the speed of the railroad car 20 and the like. For example, a case where
data on a
10 change in vertical or horizontal acceleration of the railroad car and
reference profile data
corresponding thereto are simply compared is considered. In this case, the
data on the
change in acceleration when the railroad car runs in the predetermined range
of the track
is greatly affected by the speed of the railroad car. The degree of similarity
between the
data on the change in acceleration and the reference profile data can thus
greatly vary
15 depending on the speed of the railroad car, and it can become difficult
to determine, from
the computed degree of similarity, whether the railroad car has run in the
predetermined
range.
[0041] In contrast, the track displacement output unit 32 outputs the signal
responsive
to displacement of the track 10 when the railroad car 20 is running on the
track 10. The
displacement data based on the output from the track displacement output unit
is thus
fixed to some extent regardless of the speed of the railroad car 20 as data
indicating the
displacement of the track 10. The running location of the railroad car 20 can
thereby be
identified with greater accuracy regardless of the speed of the railroad car
20 and the like.
[0042] Furthermore, the running location of the railroad car 20 can be
identified with
accuracy by using, as the reference profile data Prf, data on the track
displacement
=
=
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measured when the railroad car has previously run on the track. The reference
profile
data Prf as described above can be acquired by any railroad car measuring the
track 10.
The reference profile data Prf can be set more easily compared with a case
where the .
reference profile data Prf is generated while inferring or taking a process of
trial and error
of a condition for determining whether the railroad car 20 has run in the
predetermined
range of the track 10.
[0043] The running location identification unit 40 identifies one of the
tracks 10A, 10B,
and 10C corresponding to one of the pieces of the reference profile data
Prf(A), Prf(B),
and Prf(C) most similar to the displacement data based on the degree of
similarity
between each of the pieces of the reference profile data Prf(A), Prf(B), and
Prf(C)
corresponding to the respective tracks 10A, 10B, and 10C and the displacement
data.
One of the tracks 10A, 10B, and 10C to which the railroad car 20 has traveled
can thereby
be identified.
[0044] In particular, in a case where the original track 10R branches into the
plurality
of tracks 10(A), 10(B), and 10(C), the tracks 10(A), 10(B), and 10(C) are
sometimes laid
in parallel with each other at close locations. In such a case, it is
sometimes difficult to
determine, from mileage and the like indicating the running distance of the
railroad car 20,
one of the tracks 10(A), 10(B), and 10(C) on which the railroad car 20 is
running. It is
also sometimes difficult to determine, from the latitude and longitude
computed based on
the GPS due to an error range of the GPS, one of the tracks 10(A), 10(B), and
10(C) on
which the railroad car 20 is running. As described above, based on the degree
of
similarity between displacement data 149c based on the output from the track
displacement output unit 32 and each of the pieces of the reference profile
data Prf(A),
Prf(B), and Prf(C), one of the tracks 10(A), 10(B), and 10(C) into which the
track
branches on which the railroad car 20 is running can be determined with
greater accuracy.
CA 03067782 2019-12-18
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[0045] {Second Embodiment}
A running location identification system, a running location identification
apparatus, and a running location identification method according to a second
embodiment will be described below. FIG. 5 is a block diagram showing the
running
location identification system for railroad cars.
[0046] The railroad car 20 into which the system is incorporated has a similar
configuration to that described in the above-mentioned first embodiment, and
thus
description thereof is omitted.
[0047] A running location identification system 130 for railroad cars includes
a track
displacement output unit 132 and a running location identification unit 140.
[0048] The track displacement output unit 132 is configured to output the
signal
responsive to the displacement of the track 10 when the railroad car 20 is
running on the
track 10 as with the above-mentioned track displacement output unit 32.
[0049] In the present embodiment, the track displacement output unit 132 is
configured
to output acceleration of the railroad car 20 running on the track 10
responsive to the
displacement of the track 10. The track displacement output unit 132 is herein
configured to output a signal responsive to vertical displacement of the track
10.
[0050] As the track displacement output unit 132, a sensor outputting
acceleration
responsive to vertical displacement of the wheels 26 responsive to the
vertical
displacement of the track 10 can be used.
[0051] More specifically, the wheels 26 are rotatably supported by the truck
24 through
the axle. An axle box 27 rotatably supporting the axle is provided to the
truck frame 25
of the truck 24, and the acceleration sensor detecting vertical acceleration
of the axle box
27 and outputting the detected signal is provided to the axle box 27. The
acceleration
sensor can be used as the track displacement output unit 132. Sensors having
various
,
t
CA 03067782 2019-12-18
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configurations, such as a capacitance detection sensor and a piezo-resistive
sensor, can be
used as the acceleration sensor.
[0052] The running location identification unit 140 performs processing to
identify
whether the railroad car 20 is running in the predetermined range based on the
degree of
similarity between the displacement data based on the output from the track
displacement
output unit 132 and the reference profile data Prf.
[0053] As with the above-mentioned running location identification unit 40,
the
running location identification unit 140 is configured by a computer 140A
including a
central processing unit (CPU), read only memory (ROM), random access memory
(RAM),
and the like. The running location identification unit 140 is also the running
location
identification apparatus. The computer 140A includes a storage 149 configured
by
rewritable flash memory, a magnetic storage device, or the like, and a running
location
identification program for causing the computer 140A to perform processing as
the
running location identification unit 140 is stored in the storage 149. The CPU
performs
operations according to procedures described in the running location
identification
program so that the computer 140A performs processing as the running location
identification unit 140. Operations are similarly performed according to
procedures
described in the program so that the computer 140A performs processing as a
latitude and
longitude computation unit 142, a speed computation unit 143, and a running
distance
computation unit 144 described below. Each of these operations may separately
be
performed by a plurality of computers, hardware circuits, or the like. The
computer
140A includes a clock generator 141, and each operation is performed in
accordance with
a frequency of a clock generated by the clock generator 141.
[0054] The storage 149 mounted to the railroad car 20 stores therein map data
149a
including information on a path of the track 10 on which the railroad car 20
is to run.
CA 03067782 2019-12-18
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The map data 149a includes information for identifying a reference location
(hereinafter,
referred to as initial mileage) when the railroad car 20 is running on the
track 10 and a
range in which it is desirable to identify a more accurate location of the
railroad car 20.
The reference location is set to a location on the track 10 at which the
railroad car 20
stops (e.g., a stop). The range in which it is desirable to identify the more
accurate
location of the railroad car 20 is a range in which the track 10 branches, for
example.
[0055] The reference profile data Prf is stored in the storage 149. In the
present
embodiment, the reference profile data Prf corresponding to each of the tracks
into which
the track 10 branches is stored to identify one of the tracks on which the
railroad car 20
has run in the range in which the track 10 branches. The reference profile
data Prf
corresponding to each of the tracks may be previously measured data. This
point is as
described with reference to FIG. 3 in the first embodiment.
[0056] During processing described below, the displacement data 149c that is
data
being processed by the running location identification unit 140 is stored in
the storage 149.
An example of the displacement data 149c will be described below.
[0057] During and after the processing described below, historical map data
149d is
stored in the storage 149. The historical map data 149d includes information
on the
track 10 through which the railroad car 20 has passed.
[0058] In the present embodiment, the running location identification unit 140
performs
processing at a timing responsive to results of computations performed by the
running
distance computation unit 144, and thus the running distance computation unit
144 will be
described.
[0059] The running distance computation unit 144 computes the running distance
of the
railroad car 20 from the initial mileage on the track 10 to identify an
approximate location
of the railroad car 20 on the track 10.
CA 03067782 2019-12-18
[0060] A GPS reception unit 151 and a longitudinal acceleration sensor 152 are
mounted to the railroad car 20.
[0061] The GPS reception unit 151 receives a signal from a GPS satellite, and
outputs
the received signal to the latitude and longitude computation unit 142. The
latitude and
5 longitude computation unit 142 computes latitude and longitude of the
railroad car 20
based on signals transmitted from a plurality of GPS satellites, and outputs
results of
computations to the running distance computation unit 144. The results of
computations
performed by the latitude and longitude computation unit 142 are also provided
to the
speed computation unit 143. The speed computation unit 143 computes the speed
of the
10 railroad car 20 from a change in computed latitude and longitude over
time, and outputs
results of computations to the running distance computation unit 144.
[0062] The longitudinal acceleration sensor 152 is mounted to the railroad car
20 to be
able to detect acceleration of the railroad car 20 in a longitudinal direction
(a direction
along the track 10) of the railroad car 20. Sensors having various
configurations, such as
15 the capacitance detection sensor and the piezo-resistive sensor, can be
used as the
longitudinal acceleration sensor 152. A signal indicating the acceleration
detected by
the longitudinal acceleration sensor 152 is output to the running distance
computation unit
144. The longitudinal acceleration sensor 152 may be omitted.
[0063] The running distance computation unit 144 computes the running distance
of the
20 railroad car 20 from the initial mileage based on longitude and latitude
information of the
railroad car 20 and speed information based on the longitude and latitude
information.
The displacement data 149c including the longitude and latitude information,
the speed
information based on the longitude and latitude information, and the running
distance of
the railroad car 20 from the initial mileage is stored and updated on a
computation cycle
in accordance with the frequency of the clock generated by the clock generator
141.
=
CA 03067782 2019-12-18
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[0064] Computations performed by the latitude and longitude computation unit
142, the
speed computation unit 143, and the running distance computation unit 144 may
be
corrected based on the longitudinal acceleration from the longitudinal
acceleration sensor
152.
[0065] The acceleration output from the track displacement output unit 132 as
the
acceleration sensor is sampled on the computation cycle in accordance with the
frequency
of the clock generated by the clock generator 141, and is stored and updated
as the
displacement data 149c. In the displacement data 149c, the latitude and
longitude
information, the speed information based on the latitude and longitude
information, the
running distance of the railroad car 20 from the initial mileage, and
acceleration
information responsive to the track displacement are associated with each
sampling
timing.
[0066] The running location identification unit 140 is mounted to the railroad
car 20.
The running location identification unit 140 includes a similarity degree
computation unit
145, a running track determination unit 146, a displacement data conversion
unit 147, and
a vertical displacement computation unit 148.
[0067] The vertical displacement computation unit 148 performs computations to
convert the acceleration information in the displacement data 149c, that is,
the
acceleration output from the track displacement output unit 132 as the
acceleration sensor,
into vertical displacement of the railroad car 20 based on the vertical
displacement of the
track 10. For example, the vertical displacement computation unit 148 computes
the
vertical displacement of the railroad car 20 by integrating waveform data
indicating
vertical acceleration of the railroad car 20 based on the displacement of the
track 10 twice.
As results of computations performed by the vertical displacement computation
unit 148,
the displacement data 149c is converted into waveform data including
information
1 1 CA 03067782 2019-12-18
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A
22
indicating the amount of vertical displacement based on the acceleration
output from the
track displacement output unit 132 as the acceleration sensor.
[0068] The displacement data conversion unit 147 converts, based on the output
from
the running distance computation unit 144, the displacement data 149c into the
displacement data of the track 10 with respect to the running distance on the
track 10.
That is to say, in the displacement data 149c, the acceleration output from
the track
displacement output unit 132 is sampled on the computation cycle in accordance
with the
frequency of the clock generated by the clock generator 141, and the sampled
acceleration
is converted by the vertical displacement computation unit 148 into data
indicating the
vertical displacement. Since the running distance computed by the running
distance
computation unit 144 is associated with each sampling timing, the displacement
data
conversion unit 147 converts the displacement data 149c into the displacement
data 149c
including information on the displacement of the track 10 with respect to the
running
distance. That is to say, displacement signal waveform data f(t) (t is
sampling time)
indicating the displacement with respect to time is converted into signal
waveform data
f(d) (d is the running displace of the railroad car 20) indicating the
displacement with
respect to the running distance. The displacement with respect to the running
distance
between sampling cycles should be interpolation as appropriate by a known
technique
such as linear interpolation, polynomial interpolation, and spline
interpolation.
[0069] The similarity degree computation unit 145 evaluates the degree of
similarity
between the displacement data 149c and the reference profile data Prf. The
similarity
degree computation unit 145 herein computes the degree of similarity between
the
displacement data 149c and the reference profile data Prf in a candidate range
in which
the location of the railroad car 20 is identified using the UPS. The
similarity degree
computation unit 145 herein determines whether the railroad car 20 is located
in a
µ
1
CA 03067782 2019-12-18
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candidate range in which it is desirable to identify the location of the track
10, that is, in a
candidate range in which the track 10 branches, based on the running distance
computed
by the running distance computation unit 144. When determining that the
railroad car
20 is located in the candidate range, the similarity degree computation unit
145 computes
a degree of similarity between the displacement data 149c in a distance range
in which the
railroad car 20 is running in the candidate range and the reference profile
data Prf
corresponding to each of the tracks into which the track 10 branches.
[0070] The running distance computation unit 144 computes the running distance
of the
railroad car 20 based on a GPS signal, so that an error to some extent can be
caused.
The candidate range of the railroad car 20 as a target of evaluation of the
degree of
similarity may thus be set to be greater than the distance range of the
reference profile
data Prf, the reference profile data Prf, whose distance range is smaller than
the candidate
range, may sequentially be shifted with respect to data on the candidate range
of the
railroad car 20, which is greater than the distance range, to compute the
degree of
similarity for each shift amount, and the highest degree of similarity may be
used as the
degree of similarity to the reference profile data Prf. Evaluation processing
performed
using the cross-correlation operation described below is one example of
processing to set
a range D of the signal waveform data f(d) of the railroad car 20 so that the
range D is
greater than the distance range of the reference profile data Prf(A) and the
like,
sequentially shift the reference profile data Prf(A) and the like with respect
to the range D
of the signal waveform data f(d) to calculate the degree of similarity for
each shift amount,
and use a maximum value as the degree of similarity to the reference profile
data Prf(A)
and the like. In contrast, the candidate range of the railroad car 20 as the
target of
evaluation of the degree of similarity may be set to be smaller than the
distance range of
the reference profile data Prf, the data on the candidate range of the
railroad car 20, which
CA 03067782 2019-12-18
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is smaller than the distance range, may sequentially be shifted with respect
to the
reference profile data Prf, whose range is greater than the candidate range,
to compute the
degree of similarity for each shift amount, and the highest degree of
similarity may be
used as the degree of similarity to the reference profile data Prf.
.. [0071] The degree of similarity between the displacement data I 49c of the
railroad car
20 in the candidate range and the reference profile data Prf can be evaluated,
for example,
by the cross-correlation operation as described in the first embodiment. That
is to say,
assume that displacement waveform data of the railroad car 20 represented by
the
displacement data 149c is designated by f(d), and displacement waveform data
of the
reference profile data Prf is designated by Prf(d). Based on the assumption
that each
piece of data is represented by a discrete data sequence, an evaluation value
R(m)
indicating the degree of similarity can be computed by an equation below (Math
1). N is
the number of pieces of data, and m is a lag distance (shift amount).
[0072] [Math 1]
.1 N-1
Pr f (d) = f (d+m)
d=0 = = = (Math 1)
[0073] The cross-correlation operation is performed for each of the tracks
into which
the track 10 branches, and a maximum evaluation value R(m) is used as an
evaluation
value R for the track.
[0074] The running track determination unit 146 determines a running track
based on
the evaluation value R computed by the similarity degree computation unit 145.
For
example, one of the tracks into which the track 10 branches having the maximum
evaluation value R is determined as a location of the track 10 through which
the railroad
car 20 has passed. The results of determination made by the running track
determination
unit 146 are stored in the storage 149 as a location at which the railroad car
20 previously
CA 03067782 2019-12-18
exists, that is, as the historical map data 149d including the information
indicating the
track 10 through which the railroad car 20 has passed.
[0075] FIG. 6 is a flowchart showing overall processing performed by the
running
location identification system. The overall processing performed by the
running
5 location identification system will be described with reference to FIGs.
7 to 9.
[0076] In a step S11, the running distance computation unit 144 determines
whether the
signal (latitude and longitude) has been received from the GPS. When it is
determined
that the signal has been received, processing proceeds to a step S12.
[0077] In the step S12, the running distance computation unit 144 determines
whether
10 the point is in a range specified by positive and negative signs on a
map. That is to say,
latitude and longitude of the reference location (initial mileage) as a base
point when the
running distance is computed have been registered in the map data 149a. The
reference
location is information indicating latitude and longitude of a location at
which the railroad
car 20 stops. The number of reference locations may be one or more. The
running
15 distance computation unit 144 determines whether there is a point as any
of the reference
locations in a range distance (m) specified by the positive and negative signs
from the
latitude and longitude (i.e., the location of the railroad car 20) computed by
the latitude
and longitude computation unit 142. Processing proceeds to a step S13 when it
is
determined that there is the point, and proceeds to a step S26 when it is
determined that
20 there is not the point. A communication apparatus communicative with a
transponder
provided at a predetermined location on the track 10 may be incorporated into
the railroad
car, and a location at which the communication apparatus communicates with the
transponder may be set to the reference location (initial mileage).
[0078] In the step S13, the running distance computation unit 144 sets the
initial
25 mileage to a value (Ks) corresponding to the reference location
determined as the point in
CA 03067782 2019-12-18
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the step S12. The mileage is expressed by a distance from a starting point on
the track
10. As the railroad car 20 is at the reference location, a line including the
reference
location is determined as a type of the line along which the railroad car 20
runs, and the
historical map data 149d is registered and updated in accordance with details
of
determination. Processing then proceeds to a step S14.
[0079] Processing proceeds to the step S26 when it is determined that there is
not the
point in the step S12. In the step S26, the running distance computation unit
144
provisionally sets the initial mileage to initial mileage (Ks) set in advance
in a program,
and further provisionally sets the line type to a line type set in advance in
the program.
Alternatively, current values are maintained in a case where the initial
mileage and the
line type are already set. Processing then proceeds to the step S14.
[0080] In steps S14 to S16, the running distance computation unit 144
determines
whether the railroad car 20 has departed.
[0081] First, in the step S14, it is determined whether there is a computation
cycle
signal in accordance with the frequency of the clock generated by the clock
generator 141,
that is, a AT second interrupt. Processing proceeds to the step S15 when it is
determined that there is the interrupt.
[0082] In the step S15, it is determined whether longitudinal acceleration AGL
has
exceeded a specified value set in advance based on the signal output from the
longitudinal
acceleration sensor 152. Processing proceeds to the step S16 when the
determination is
YES, and returns to the step S14 when the determination is NO. When the
longitudinal
acceleration AGL is the same as the specified value, processing may proceed to
any of
the processing performed when the determination is YES and the processing
performed
when the determination is NO.
[0083] In the step S16, it is determined whether a speed Vg of the railroad
car 20
CA 03067782 2019-12-18
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computed by the speed computation unit 143 has exceeded 0 km/h. Processing
proceeds
to a step S17 when the determination is YES, and returns to the step S14 when
the
determination is NO.
[0084] In the step S17, the running distance computation unit 144 computes
Ks+VgxAT as a present location (expressed by a distance from the initial
mileage).
[0085] In the next step S18, the vertical displacement computation unit 148
computes
the vertical displacement from the vertical acceleration in the displacement
data 149e.
An example of the displacement data 149c is herein shown in FIG. 7. The
displacement
data 149c includes information associating, with each sampling timing from a
timing at
which the initial mileage is set, a GPS location (the latitude and longitude)
based on the
results of computations performed by the latitude and longitude computation
unit 142, the
speed based on the results of computations performed by the speed computation
unit 143,
and the vertical acceleration based on the output from the track displacement
output unit
132. Information on the present location (mileage) computed in the step S17 is
also
associated with each sampling timing. The vertical displacement computation
unit 148
computes the vertical displacement based on the vertical acceleration in the
displacement
data 149c, and associates the computed vertical displacement with sampling
data to
update details of the displacement data 149c.
[0086] In the next step S19, the similarity degree computation unit 145
determines
whether the railroad car 20 is running in the candidate range. Whether the
railroad car
20 is running in the candidate range can be determined, for example, by
identifying the
location of the railroad car 20 using the GPS, and determining whether the
location is in
the predetermined range of the track 10. For example, in a case where it is
desirable to
determine one of the tracks into which the track 10 branches on which the
railroad car 20
runs, the mileage of the branching location is set in advance with the initial
mileage as a
CA 03067782 2019-12-18
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28
reference, and a predetermined distance range from the mileage is set to the
candidate
range. When the mileage of the railroad car 20 is equal to or more than the
mileage of the
branching location or exceeds the mileage of the branching location, and is in
the
predetermined distance range from the mileage of the branching location, it
can be
determined that the railroad car 20 is located in the predetermined candidate
range.
Processing proceeds to a step S20 when it is determined that the railroad car
20 is in the
candidate range in the step S19, and proceeds to a step S23 when it is
determined that the
railroad car 20 is not in the candidate range in the step S19.
[0087] Whether the railroad car 20 is running in the candidate range can be
determined
by another type of processing. For example, it can be determined that the
railroad car 20
is running in the candidate range when the latitude and longitude acquired
using the GPS
are in a predetermined distance range from the latitude and longitude of a
location at
which it is desirable to determine the running location.
[0088] In the step S20, the displacement data conversion unit 147 converts the
displacement data 149c including the vertical displacement and the results of
output from
the running distance computation unit 144 into the displacement data of the
track 10 with
respect to the running distance on the track 10.
[0089] For example, assume that the railroad car 20 travels from the original
track 1 OR
to any of the tracks 10A, 10B, and IOC as shown in FIG. 8. As the vertical
displacement
is sampled in accordance with the sampling cycle, the waveform of the vertical
displacement with respect to a time axis varies depending on the speed of the
railroad car
20. For example, waveform data fa(t) of the vertical displacement with respect
to the time
axis at a speed Va has higher density than waveform data fb(t) of the vertical
displacement with respect to the time axis at a speed Vb (Va > Vb). The
density of the
waveform of the vertical displacement with respect to the time axis gradually
decreases or
1 '
CA 03067782 2019-12-18
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4
29
increases when the speed changes midway. This can make it difficult to
appropriately
evaluate the degree of similarity to the reference profile data Prf. As
described above, the
displacement data 149c including the vertical displacement and the results of
the output
from the running distance computation unit 144 is thus converted into the
displacement
data of the track 10 with respect to the running distance on the track 10.
That is to say, the
pieces of the waveform data fa(t) and fb(t) with respect to time are converted
into the
waveform data f(d) with respect to a distance. The displacement data 149c is
converted
into the displacement data of the track 10 with respect to the running
distance on the track
not only in a case where the railroad car 20 runs at a constant speed but also
in a case
10 where the railroad car 20 changes its speed or stops midway. Based on
the displacement
data after conversion, the signal waveform data f(d) converted into the
displacement data
of the track 10 in the predetermined range D on the track 10 is expressed as
displacement
data corresponding to a distance from a predetermined location regardless of
the speed of
the railroad car 20. The degree of similarity to the reference profile data
Prf can thus
appropriately be evaluated regardless of the speed. The reference profile data
Prf is
similarly set to the displacement data corresponding to the distance.
[0090] In the next step S21, the similarity degree computation unit 145
evaluates the
degree of similarity between the displacement data 149c and the reference
profile data Prf.
The pieces of the reference profile data Prf(A), Prf(B), and Prf(C)
corresponding to the
respective tracks 10A, 10B, and 10C into which the original track 1 OR
branches are
herein set as shown in FIG. 9. The similarity degree computation unit 145
herein
performs the cross-correlation operation between vertical displacement data
(the signal
waveform data f(d)) with respect to the distance and each of the pieces of the
reference
profile data Prf(A), Prf(B), and Prf(C) in a predetermined range r. For
example, the
cross-correlation operation with the pieces of the reference profile data
Prf(A), Prf(B),
CA 03067782 2019-12-18
A
and Prf(C) is performed while shifting the range D of the vertical
displacement data with
respect to the distance (the signal waveform data f(d)) to d(1), d(2), d(3),
...(a shift
distance corresponds to the lag distance m in Math 1 described above). An
equation the
predetermined range r = d(1) = d(2) = d(3) ... holds true. Maximum values in
the
5 cross-correlation operation with the pieces of the reference profile data
Prf(A), Prf(B),
and Prf(C) are used as evaluation values R(A), R(B), and R(C) corresponding to
the
respective pieces of the reference profile data Prf(A), Prf(B), and Prf(C).
[0091] In the next step S22, a line type is determined based on the evaluation
values
R(A), R(B), and R(C) corresponding to the respective pieces of the reference
profile data
10 Prf(A), Prf(B), and Prf(C). Any of the tracks 10(A), 10(B), and 10(C)
corresponding to
one of the pieces of the reference profile data Prf(A), Prf(B), and Prf(C)
corresponding to
the largest one of the evaluation values R(A), R(B), and R(C) is herein
identified as a type
of a line along which the railroad car 20 runs. As results of identification,
information
including the type of the line of the track 10 along which the railroad car 20
actually runs
15 is stored in the storage 149 and updated as the historical map data
149d.
[0092] In subsequent steps S23 to S25, it is determined whether the railroad
car 20 has
stopped.
[0093] First, in the step S23, it is determined whether there is the AT second
interrupt.
Processing returns to the step S17 when it is determined that there is not the
interrupt, and
20 proceeds to the step S24 when it is determined that there is the
interrupt.
[0094] In the step S24, it is determined whether the longitudinal acceleration
AGL has
exceeded the specified value set in advance based on the signal output from
the
longitudinal acceleration sensor 152. Processing returns to the step S17 when
the
determination is NO, and proceeds to the step S25 when the determination is
YES. When
25 the longitudinal acceleration AGL is the same as the specified value,
processing may
CA 03067782 2019-12-18
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31
proceed to any of the processing performed when the determination is YES and
the
processing performed when the determination is NO.
[0095] In the step S25, it is determined whether the speed Vg of the railroad
car 20
computed by the speed computation unit 143 has become 0 km/h. Processing
returns to
the step S17 when the determination is NO, and returns to the step S12 when
the
determination is YES.
[0096] According to the running location identification system 130, the
running
location identification apparatus, and the running location identification
method for
railroad cars as described above, the running location of the railroad car 20
can be
identified with greater accuracy as it is determined whether the railroad car
20 has run in
the predetermined range of the track 10 based on the degree of similarity
between the
displacement data 149c based on the output from the track displacement output
unit 132
outputting the signal responsive to the displacement of the track 10 when the
railroad car
is running on the track 10 and the reference profile data Prf responsive to
the track
15 displacement in the predetermined range of the track 10.
[0097] The running location can be identified with greater accuracy by using,
as the
reference profile data Prf, previously measured data. Setting of the reference
profile data
Prf itself is relatively easy.
[0098] The running location identification unit 140 identities one of the
tracks 10A,
20 10B, and 10C corresponding to one of the pieces of the reference profile
data Prf(A),
Prf(B), and Prf(C) most similar to the displacement data based on the degree
of similarity
between each of the pieces of the reference profile data Prf(A), Prf(B), and
Prf(C)
corresponding to the respective tracks 10A, 10B, and IOC and the displacement
data. One
of the tracks 10A, 10B, and 10C to which the railroad car 20 has traveled can
thereby be
identified.
CA 03067782 2019-12-18
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[0099] In the present embodiment, the track displacement output unit 132
includes the
acceleration sensor outputting the acceleration of the railroad car 20 during
running
responsive to the displacement of the track 10. The vertical displacement
computation
unit 148 computes a value indicating the displacement of the railroad car 20
from a value
of the acceleration output from the acceleration sensor 152, and stores and
updates the
displacement data 149c. The running location identification unit 140 evaluates
the degree
of similarity between the displacement data 149c including the information on
the
displacement based on the acceleration and the reference profile data Pd. The
displacement data 149c of the track 10 can thus easily be acquired based on
the
acceleration sensor 152.
[0100] As the track displacement output unit 132 outputs the signal responsive
to the
vertical displacement of the track 10, the influence of horizontal rocking of
the railroad
car 20 is less likely to be exerted, and relatively accurate displacement data
149c of the
track 10 can be acquired.
[0101] The running location identification unit 140 uses, as the displacement
data 149c,
the displacement data 149c of the track 10 with respect to the running
distance on the
track 10 based on the output from the running distance computation unit 144
computing
the running distance of the railroad car 20 to evaluate the degree of
similarity to the
reference profile data Prf. The degree of similarity can thus be evaluated
while
eliminating the influence of the speed of the railroad car 20 as much as
possible.
[0102] Data indicating the displacement of the track with respect to time may
be used
as the reference profile data Prf to evaluate the degree of similarity between
the
displacement data 149c of the track 10 with respect to time and the reference
profile data
Prf
CA 03067782 2019-12-18
33
[0103] As the running distance computation unit 144 computes the running
distance of
the railroad car 20 based on the latitude and longitude acquired using the
GPS, the
running distance of the railroad car 20 can easily be acquired using the GPS.
The
running location identification system 130 for railroad cars can thereby
easily be
incorporated into the railroad car 20 as there is no need to connect the
system to the
tacho-generator and the like provided to the railroad car 20 when the running
location
identification system 130 for railroad cars is incorporated into the railroad
car 20.
[0104] As the running location identification unit 140 evaluates the degree of
similarity
between the displacement data 149c and the reference profile data Prf in the
candidate
range in which the location of the railroad car 20 is identified using the
GPS, the range of
comparison can be narrowed down to a range around the branching location of
the track
10 and the like.
[0105] In the present embodiment, the running distance computation unit 144
computes
the running distance of the railroad car 20 based on the latitude and
longitude acquired
using the GPS, but the running distance computation unit 144 is not
necessarily required
to compute the running distance based on the latitude and longitude. For
example, the
running distance computation unit 144 may compute the running distance of the
railroad
car 20 based on a speed signal from the tacho-generator provided to the
railroad car 20 or
based on an acceleration signal from the longitudinal acceleration sensor 152.
[0106] The degree of similarity can properly be evaluated by evaluating the
degree of
similarity by the correlation operation.
[0107] The track 10 determined by the running track determination unit 146 is
stored in
the historical map data 149d as a location or a line type of the track 10 on
which the
railroad car 20 has run, so that history can be left as a more accurate actual
running track
of the railroad car 20.
= CA 03067782 2019-12-18
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[0108] As the track displacement output unit 132 and the running location
identification
unit 140 are mounted to the railroad car 20, the running location can be
identified in the
railroad car 20.
[0109] {Modifications}
Various modifications will be described based on the premise of the
above-mentioned embodiments.
[0110] FIG. 10 shows a track displacement output unit 232 according to a
modification.
The track displacement output unit 232 includes imaging cameras 234, an image
processing unit 235, and a rail distance computation unit 236. The imaging
cameras 234
are provided to the railroad car 20 to be able to capture images of the
respective two rails
12. The two imaging cameras 234 are herein fixed to the railroad car 20. The
imaging
cameras 234 are fixed at locations above the rails 12 in a downward position
so that the
images of the rails 12 can be captured. Signals of the images captured by the
respective
imaging cameras 234 are provided to the image processing unit 235. The image
processing unit 235 performs filtering, binarization, edge extraction, and the
like to
perform processing to extract boundaries (in particular, inner edges or outer
edges) of the
rails 12 from the captured images. Data on the processing performed by the
image
processing unit 235 is provided to the rail distance computation unit 236, and
the distance
between the two rails is computed based on the processing data. The rail
distance
sequentially computed during running of the railroad car 20 is output as the
displacement
of the track 10.
[0111] In this example, a signal responsive to the rail distance is output as
the signal
responsive to the displacement of the track 10 when the railroad car 20 is
running on the
track 10.
[0112] FIG. Ills a block diagram showing a running location identification
system 330
CA 03067782 2019-12-18
for railroad cars according to a modification. In the present modification,
the track
displacement output unit 132 is mounted to the railroad car 20 based on the
premise of the
above-mentioned second embodiment. The GPS reception unit 151 and the latitude
and
longitude computation unit 142 are mounted to the railroad car 20 to identify
the running
5 location of the railroad car 20. The running location of the railroad car
20 may be
computed based on the output from the tacho-generator and the like. The
longitudinal
acceleration sensor 152 is omitted in this example.
[0113] The output from the track displacement output unit 132 is sampled on
the
computation cycle in accordance with the frequency of the clock generated by
the clock
10 generator 141. The results of sampling are stored, as displacement data
349c, in a storage
349 in association with a sampling timing, latitude and longitude information
from the
latitude and longitude computation unit 142, and the like.
[0114] A communication apparatus 350 that is communicative via a communication
network 380 is provided to the railroad car 20.
15 [0115] On the other hand, a management base 400 is provided at a
location different
from the location of the railroad car 20.
[0116] A management server apparatus 410 is provided to the management base
400.
The management server apparatus 410 is configured by a computer including a
CPU,
ROM, RAM, and the like. The management server apparatus 410 includes a storage
411
20 configured by rewritable flash memory, a magnetic storage device, or the
like, and a
running location identification program for causing the management server
apparatus 410
to perform processing as a running location identification unit 440 is stored
in the storage
411. The CPU performs operations according to procedures described in the
running
location identification program so that the management server apparatus 410
performs
25 processing as the running location identification unit 440.
CA 03067782 2019-12-18
36
[0117] As described in the above-mentioned second embodiment, the reference
profile
data Prf and the map data 149a are stored in the storage 411. During
processing described
below, displacement data 146c that is data being processed by the running
location
identification unit 440 is stored in the storage 411. During and after the
processing
described below, the historical map data 149d is stored in the storage 411.
The historical
map data 149d includes the information on the track 10 through which the
railroad car 20
has passed.
[0118] As described in the second embodiment, the management server apparatus
410
includes the speed computation unit 143 and the running distance computation
unit 144.
As described in the second embodiment, the management server apparatus 410
further
includes the running location identification unit 440 including the similarity
degree
computation unit 145, the running track determination unit 146, the
displacement data
conversion unit 147, and the vertical displacement computation unit 148.
[0119] A communication apparatus 450 that is communicative via the
communication
network 380 is provided to the management server apparatus 410.
[0120] The running location identification unit 440 of the management server
apparatus
410 and the track displacement output unit 132 provided to the railroad car 20
are
communicatively connected to each other via the communication apparatuses 350
and
450 and the communication network 380. The communication network 380 may be a
wired or wireless communication network, and may be a combination of the wired
and
wireless communication networks. The communication network 380 may be a public
communication network or a communication network using a dedicated line.
[0121] The displacement data 349c stored in the storage 349 of the railroad
car 20 is
transmitted to the management server apparatus 410 via the communication
network 380,
and stored in the storage 411. Data may be transmitted from the railroad car
20 to the
CA 03067782 2019-12-18
37
management server apparatus 410 in real time each time the data is acquired,
or may be
transmitted each time the railroad car 20 stops at a station and the like.
[0122] The management server apparatus 410 performs processing similar to the
processing described in the above-mentioned second embodiment based on the
displacement data 349c to make determination of the running location of the
railroad car
20 and the line type and the like, and stores the results of determination as
the historical
map data 149d on actual running of the railroad car 20.
[0123] That is to say, this example is one aspect in which, in the running
location
identification system 130 for railroad cars in the second embodiment, the
track
displacement output unit 132 is mounted to the railroad car 20, the running
location
identification unit 440 corresponding to the running location identification
unit 40 is
provided to the management server apparatus 410, and they are communicatively
connected to each other via the communication network. The speed computation
unit 143,
the running distance computation unit 144, the vertical displacement
computation unit
148, the displacement data conversion unit 147, and the like may be
implemented in
either the railroad car 20 or the management server apparatus 410. If the
speed
computation unit 143, the running distance computation unit 144, the vertical
displacement computation unit 148, the displacement data conversion unit 147,
and the
like are implemented in the management server apparatus 410, processing
performed in
the railroad car 20 can be lighter, and the amount of data transmitted to the
management
server apparatus 410 can be smaller.
[0124] The management server apparatus 410 is communicatively connected to a
plurality of railroad cars 20, and can manage actual running history of the
plurality of
railroad cars 20.
, = CA 03067782 2019-12-18
=
38
[0125] According to this example, it is only necessary to incorporate, into
the railroad
car 20, an apparatus at least including the track displacement output unit
132, herein, an
apparatus including the track displacement output unit 132, the latitude and
longitude
computation unit 142, the GPS reception unit 151, and the communication
apparatus 350.
Compared with a case shown in the second embodiment, there is an advantage
that a
configuration of the apparatus incorporated into the railroad car 20 can be
simplified.
[0126] Furthermore, as the management server apparatus 410 can comprehensively
manage the running history of the plurality of railroad cars, it is suitable
for management
of the state of the track 10.
[0127] Configurations described in the above-mentioned embodiments and
modifications can be combined with each other as appropriate unless any
contradiction
occurs.
[0128] For example, one or more of configurations, such as the running
distance
computation unit 144, the displacement data conversion unit 147, and the
vertical
displacement computation unit 148, described in the second embodiment can be
incorporated into the running location identification system 30 for railroad
cars described
in the first embodiment. For example, a configuration in which the running
distance
computation unit 144 described in the second embodiment is incorporated into
the
running location identification system 30 for railroad cars described in the
first
embodiment, a configuration in which the displacement data conversion unit 147
described in the second embodiment is incorporated into the running location
identification system 30 for railroad cars described in the first embodiment,
and a
configuration in which the vertical displacement computation unit 148
described in the
second embodiment is incorporated into the running location identification
system 30 for
railroad cars described in the first embodiment are possible.
[0129] Alternatively, the running location identification system 30 described
in the first
CA 03067782 2019-12-18
39
embodiment may be configured so that the track displacement output unit 32 is
incorporated into the railroad car 20, the running location identification
unit 40 is
provided to a base station, and they are communicatively connected to each
other as in the
modification shown in FIG. 11.
[0130] As described above, the present description includes the invention
according to
each of aspects described below.
[0131] A running location identification system for railroad cars according to
a first
aspect includes: a track displacement output unit outputting a signal
responsive to
displacement of a track when a railroad car is running on the track; and a
running location
identification unit determining whether the railroad car has run in a
predetermined range
of the track based on a degree of similarity between displacement data based
on output
from the track displacement output unit and reference profile data responsive
to track
displacement in the predetermined range.
[0132] The running location of the railroad car can thereby be identified with
greater
accuracy based on the degree of similarity between the displacement data based
on the
output from the track displacement output unit and the reference profile data
responsive to
the track displacement in the predetermined range of the track.
[0133] A second aspect is the running location identification system for
railroad cars
according to the first aspect, wherein the reference profile data is
previously measured
data.
[0134] A more accurate running location can thereby be identified based on the
previously measured data. This eliminates the need for consideration of a
threshold and
the like to make it easy to set the reference profile data.
[0135] A third aspect is the running location identification system for
railroad cars
according to the first or second aspect, wherein the running location
identification unit
t
,
CA 03067782 2019-12-18
identifies, based on a degree of similarity between the displacement data and
each of a
plurality of pieces of the reference profile data corresponding to a plurality
of respective
tracks, one of the tracks corresponding to one of the pieces of the reference
profile data
most similar to the displacement data.
5 [0136] One of the tracks can thereby be identified in a case where the
track branches
and the like.
[0137] A fourth aspect is the running location identification system for
railroad cars
according to any one of the first to third aspects, wherein the track
displacement output
unit includes an acceleration sensor outputting acceleration of the railroad
car during
10 running responsive to the displacement of the track, and the running
location
identification unit uses, as the displacement data, displacement data based on
the
acceleration output from the acceleration sensor to evaluate the degree of
similarity to the
reference profile data.
[0138] The displacement data of the track can thereby easily be acquired.
15 [0139] A fifth aspect is the running location identification system for
railroad cars
according to any one of the first to fourth aspects, wherein the track
displacement output
unit outputs a signal responsive to vertical displacement of the track.
[0140] Accurate displacement data of the track can thereby be acquired.
[0141] A sixth aspect is the running location identification system for
railroad cars
20 according to any one of the first to fifth aspects, further including a
running distance
computation unit computing a running distance of the railroad car, wherein the
running
location identification unit uses, as the displacement data, displacement data
of the track
with respect to a running distance on the track based on output from the
running distance
computation unit to evaluate the degree of similarity to the reference profile
data.
25 [0142] The degree of similarity can thereby be evaluated while
eliminating the
CA 03067782 2019-12-18
41
influence of the speed of the railroad car as much as possible.
[0143] A seventh aspect is the running location identification system for
railroad cars
according to the sixth aspect, wherein the running distance computation unit
computes the
running distance of the railroad car based on latitude and longitude acquired
using a GPS.
[0144] The running distance can thereby easily be acquired using the GPS.
[0145] An eighth aspect is the running location identification system for
railroad cars
according to any one of the first to seventh aspects, wherein, in a candidate
range in
which a location of the railroad car is identified using a GPS, the running
location
identification unit evaluates the degree of similarity between the
displacement data and
the reference profile data responsive to the track displacement in the
predetermined range.
[0146] A range in which the degree of similarity is evaluated can thereby be
narrowed
down.
[0147] A ninth aspect is the running location identification system for
railroad cars
according to any one of the first to sixth aspects, wherein the running
location
identification unit evaluates the degree of similarity based on a correlation
operation.
[0148] The degree of similarity can thereby properly be evaluated by the
correlation
operation.
[0149] A tenth aspect is the running location identification system for
railroad cars
according to any one of the first to ninth aspects, further including a
storage for storing
therein results of identification by the running location identification unit
as an actual
running track of the railroad car.
[0150] A more accurate actual running track of the railroad car can thereby be
stored.
[0151] An eleventh aspect is the running location identification system for
railroad cars
according to any one of the first to tenth aspects, wherein the track
displacement output
unit and the running location identification unit are mounted to the railroad
car.
,
CA 03067782 2019-12-18
42
[0152] The running location can thereby be identified in the railroad car.
[0153] A twelfth aspect is the running location identification system for
railroad cars
according to any one of the first to tenth aspects, wherein the track
displacement output
unit is mounted to the railroad car, the running location identification unit
is provided to a
management base, and the track displacement output unit and the running
location
identification unit are communicatively connected to each other via a
communication
network.
[0154] A configuration of a part of the system incorporated into the car can
thereby be
simplified. Furthermore, the running location can be managed in the management
base.
[0155] A running location identification apparatus according to a thirteenth
aspect
includes: a track displacement signal input unit receiving, as input, a signal
based on
displacement of a track when a railroad car is running on the track; and a
running location
identification unit determining whether the railroad car has run in a
predetermined range
of the track based on a degree of similarity between displacement data based
on input into
the track displacement signal input unit and reference profile data responsive
to track
displacement in the predetermined range.
[0156] The running location of the railroad car can thereby be identified with
greater
accuracy based on the degree of similarity between the displacement data based
on the
input into the track displacement signal input unit and the reference profile
data
responsive to the track displacement in the predetermined range of the track.
[0157] A running location identification method for railroad cars according to
a
fourteenth aspect includes the steps of: (a) outputting a signal responsive to
displacement
of a track when a railroad car is running on the track; (b) evaluating a
degree of similarity
between displacement data based on output responsive to the displacement of
the track
and reference profile data responsive to track displacement in a predetermined
range of
CA 03067782 2019-12-18
43
the track; and (c) determining whether the railroad car has run in the
predetermined range
based on the evaluated degree of similarity.
[0158] The running location of the railroad car can thereby be identified with
greater
accuracy based on the degree of similarity between the displacement data based
on the
output from the track displacement output unit and the reference profile data
responsive to
the track displacement in the predetermined range of the track.
[0159] A fifteenth aspect is the running location identification method for
railroad cars
according to the fourteenth aspect, wherein the reference profile data is
previously
measured data.
[0160] A more accurate running location can thereby be identified based on the
previously measured data. This eliminates the need for consideration of the
threshold
and the like to make it easy to set the reference profile data.
[0161] A sixteenth aspect is the running location identification method for
railroad cars
according to the fourteenth or fifteenth aspect, wherein, in the step (b), a
degree of
similarity between the displacement data and each of a plurality of pieces of
the reference
profile data corresponding to a plurality of respective tracks is evaluated,
and, in the step
(c), one of the tracks corresponding to one of the pieces of the reference
profile data most
similar to the displacement data is identified based on the degree of
similarity evaluated
for each of the pieces of the reference profile data.
[0162] One of the tracks can thereby be identified in a case where the track
branches
and the like.
[0163] A seventeenth aspect is the running location identification method for
railroad
cars according to any one of the fourteenth to sixteenth aspects, wherein, in
the step (a),
acceleration of the railroad car during running responsive to the displacement
of the track
is output, and, in the step (b), the degree of similarity to the reference
profile data is
CA 03067782 2019-12-18
44
evaluated using, as the displacement data, displacement data based on the
acceleration.
[0164] The displacement data of the track can thereby easily be acquired.
[0165] An eighteenth aspect is the running location identification method for
railroad
cars according to any one of the fourteenth to seventeenth aspects, wherein,
in the step (a),
a signal responsive to vertical displacement of the track is output.
[0166] Accurate displacement data of the track can thereby be acquired.
[0167] A nineteenth aspect is the running location identification method for
railroad
cars according to any one of the fourteenth to eighteenth aspects, further
including the
step of (d) computing a running distance of the railroad car, wherein, in the
step (b), the
degree of similarity to the reference profile data is evaluated using, as the
displacement
data, displacement data of the track with respect to a running distance on the
track based
on the computed running distance of the railroad car.
[0168] The degree of similarity can thereby be evaluated while eliminating the
influence of the speed of the railroad car as much as possible.
[0169] A twentieth aspect is the running location identification method for
railroad cars
according to the nineteenth aspect, wherein, in the step (d), the running
distance of the
railroad car is computed based on latitude and longitude acquired using a GPS.
[0170] The running distance can thereby easily be acquired using the GPS.
[0171] While the present invention has been described in detail above, the
foregoing
description is in all aspects illustrative and does not restrict the present
invention. It is
understood that numerous modifications not having been described can be
devised
without departing from the scope of the present invention.
Explanation of Reference Signs
[0172] 10, 10A, 108, IOC track
1OR original track
,
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12 rail
20 railroad car
30, 130, 330 running location identification system
32, 132, 232 track displacement output unit
5 40, 140, 440 running location identification unit
41 storage
142 latitude and longitude computation unit
143 speed computation unit
144 running distance computation unit
10 145 similarity degree computation unit
146 running track determination unit
146c displacement data
147 displacement data conversion unit
148 vertical displacement computation unit
15 149 storage
149a map data
149c displacement data
149d historical map data
151 GPS reception unit
20 350 communication apparatus
380 communication network
400 management base
410 management server apparatus
411 storage
25 450 communication apparatus
46
Prf reference profile data
Date Recue/Date Received 2021-09-27
