Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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LOCOMOTIVE WIRELESS VIDEO RECORDER AND RECORDING SYSTEM
CROSS REFERENCE TO RELATED APPLICATIONS
This application is a continuation-in-part of and claims the benefit of the
February 10,
2003 filing date of United States patent application No. 10/361,968, which in
turn
claims the benefit of the June 04, 2002 filing date of United States
provisional
application No. 60/3 85,645.
This application also claims benefit of the November 10, 2004 filing date of
United
States provisional patent application number 60/626,573.
BACKGROUND
The invention relates to integrated diagnostic, telemetry and recording
systems for use
in a locomotive. Event recorders exist for use with locomotives. Such event
recorders receive data corresponding to numerous parameters such as speed,
acceleration, etc., from the locomotive control system over a communications
channel
(e.g., RS 422 interface). Upon the occurrence of an event the event recorder
stores
locomotive data in a memory module. An exemplary locomotive event recorder is
produced by Electrodynamics, Inc.
Locomotive audio/video recording systems are also known in the art. An
exemplary
locomotive audio/video recording system is the RailViewTM system available
from
Transportation Technology Group. In such audio/video recording systems, video
data
and optionally audio data are stored to a high capacity, memory device such as
a
floppy disk drive, hard disk drive or magnetic tape.
Another locomotive video system is disclosed in U. S. Patent 5,978,718 for use
in rail
traffic control. For trains traveling on a route equipped with a wayside
signaling
system, the operating authority guides each train via wayside signal devices
dispersed
at various intervals throughout the length of the railway route. Though trains
can be
guided safely along unsignaled routes, wayside signaling systems are
preferable,
especially on heavily trafficked routes, as they can be used to guide trains
even more
safely and more quickly along such signaled routes with less distance between
them.
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In the video system of the '718 patent, a rail vision system is einployed to
visually
read signal aspect information from each wayside signal device of a wayside
signaling
system. The system can be configured to warn a train operator of the more
restrictive
signal aspects and impose brake application should the train operator fail to
acknowledge the warning. The rail vision system includes a signal locating
system
and a rail navigation system. The rail navigation system determines the
position that
the train occupies on the railway track and provides the signal locating
system with
data as to the whereabouts of the upcoming wayside signal device relative to
the
position of the train. The signal locating system locate upcoming wayside
signal
devices and reads the information therefrom as the train approaches. The
signal
locating system provides the information read therefrom to the rail navigation
system.
The rail navigation system can then warn the train operator of restrictive
signal
aspects, and, should the train operator fail to acknowledge the warning,
impose a
brake application.
BRIEF DESCRIPTION OF THE DRAWINGS
FIGURE 1 is a block diagram of an exemplary locomotive video recorder and
recording system in accordance with an exemplary embodiment of this invention;
FIGURE 2 is a block diagram depicting an exemplary on board system with an
integrated diagnostic, telemetry and recording system;
FIGURE 3 depicts an exemplary data flow diagram of an exemplary locomotive
video
recorder and recording system;
FIGURE 4 depicts an exemplary data flow diagram of another embodiment of an
exemplary locomotive video recorder and recording system.
FIGURE 5 depicts an exemplary embodiment of the locomotive video recorder and
recording system of FIGURE 1.
FIGURE 6 depicts an exemplary computer system for selecting and retrieving
image
data.
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DETAILED DESCRIPTION OF AN EXEMPLARY EMBODIMENT
Disclosed herein is a locomotive video recorder and recording system
comprising a
combination of video technologies, wireless information systems, and
locomotive
transportation systems which enable configurable event based, image and
parameter
data recording, remote monitoring, and diagnostic services that aid in
resolving
various railroad transportation issues. The inventors of the present invention
have
innovatively discovered that by logging recorded information with one or more
data
tags, such as tags indicative of chronological time, operating conditions,
and/or
locations, improved data functionality may be achieved.
Referring to Figure 1, the locomotive video recorder and recording system
shown
generally as 5 comprises an on-board group of systems 200 and "off-board"
systems
300. An event recorder functionality includes recording and transmitting
relevant
video, geographic data, and locomotive operating parameters to assist in
resolving
issues related to RR crossing accidents, train derailments, collisions, and
wayside
equipment inspection and maintenance. In addition, this video recorder and
recording
systein 5 can be used to perform remote monitoring and diagnostics of track
conditions, wayside equipment, and operator train management.
The data collection, processing, and wireless transmission provided by the
locomotive
wireless video recorder and recording system 5, enable a user to quickly
respond to
issues that occur in and around the many locomotives moving throughout a
railroad
network. Event data transmission may be configured to occur based on various
locomotive conditions, geographic locations, and situations. In addition,
event data
may be either pulled (requested) or pushed (transmitted) from the locomotive.
For
example, data can be sent from a locomotive to an off-board data and
monitoring
center 310 based on selected operating conditions (e.g., emergency brake
application),
geographic location (e.g., in the vicinity of a railroad crossing), selected
or derived
operating areas of concern (e.g., high wheel slip or locomotive speed
exceeding area
limits), or time driven messages (e.g., sent once a day). An off-board central
monitoring and data center 310 may also request and retrieve the data from
specific
locomotives on demand.
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Wireless communication connectivity also enables the off-board data and
monitoring
center 310 to provide additional functions including remote monitoring and
diagnostics of the system and remote configuration management of the mobile on-
board systems 200.
FIGURE 2 is a block diagram depicting an exemplary on board system 200 with
integrated diagnostic, telemetry, and video recording system 5 hereinafter
denoted
system 5. The system 5 includes a management unit or processor, hereinafter
denoted
management unit 10, which provides command and control of various interfaces
and
processes as may be accomplished. In addition, the management unit 10 may
further
include diagnostics and event recording capabilities. Event recording, for
example,
determines selected parameters to observe, evaluate, and if desired save or
record.
The management unit 10 may include, without limitation, a computer or
processor,
logic, memory, storage, registers, timing, interrupts, and the input/output
signal
interfaces as required to perform the processing prescribed herein. The
management
unit 10 receives inputs from various sensors and systems and generates output
signals
thereto. Figure 3 depicts the top-level block diagram of the processing
functions and
data flow of the integrated diagnostic, telemetry and recording system 5. It
will be
appreciated that while in an exemplary embodiment most processing is described
as
resident in the management unit 10, such a configuration is illustrative only.
Various
processing and functionality may be distributed among one or more system
elements
without deviating from the scope and breadth of the claims.
In an exemplary embodiment, the management unit 10 performs or facilitates the
following processes:
= Collection of data from various inputs (video, GPS, locomotive data);
= Processing of data;
= Recordation and Storage of data;
= Logical computations to determine appropriate system actions (send data,
file
management, video controls);
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= Control of video equipment (on/off, time and location activation, image
quality settings, etc);
= Association of audio/video data with parameter and event data;
= Interfaces with the wireless network;
= Processes commands from the off-board data and monitoring center; and
= System diagnostics and health status.
The event recording capability of the management unit 10 receives locomotive
data
from the locomotive system 18 including, but not limited to acceleration,
speed,
direction, braking conditions, wheel slip and the like. The management unit 10
and/or
a data storage 12 may continually direct and facilitate the storage of various
locomotive data in the data storage 12 on a first-in, first-out basis. This
allows the
system to capture locomotive data leading up to an event. Alternatively, the
management unit 10 may initiate storing locomotive data in the data storage 12
upon
detection of an event or via operator control on-board the locomotive or from
a off-
board data and monitoring center 310. Detection of an event is performed using
known techniques (e.g., vehicle sensors, such as accelerometers, speed
sensors,
locomotive operational sensors, and the like).
The management unit 10 in performing the aboveinentioned processes may utilize
various signals along with and in comparison to a database of stored
information
(described below). The database 32 may be employed to facilitate correlation
of
selected data with a selected or specified events. Moreover, the database 32
may be
employed to identify a type of event or events and a selected set of images,
operational parameter, or environmental parameter data that is preferably
associated
or relevant to such an event. The database 32 may be utilized for example, to
determine not only the position that the train occupies on the railway track
but also
the location relative to the position of the train of an upcoming target of
interest or
desired input for event and video recording. For example, a wayside signal
device,
crossing, bridge, curve in the track, and the like. This information may be
used to
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determine gating of sensors, or the cameras 142 of the audio/video system 14.
for
example, in an exemplary embodiment, the management unit 10 determines where
the
train is located in relation to the track route location data stored in the
abovementioned onboard database 32. Through such processing, the geographical
coordinates of the train may be compared with the abovementioned database
information to determine not only on which track the train is traveling but
also the
particular segment and position that the train occupies on that track.
When the management unit 10 has determined or established the expected
location
and position of a desired input, e.g., upcoming crossing, wayside signaling
device,
and the like, the management unit 10 may optionally direct the audio video
system 14
and the sensing means 142, e.g., camera or particular camera to focus on the
upcoming desired input, for example, an up coming wayside signal device.
Additionally, the management unit 10 may direct recordation of selected
parameters
related to the operation of the locomotive or environmental parameters and
data.
These data may then readily be associated with selected video data to provide
detailed
insight into the operation of the locomotive and past events.
In another exemplary embodiment, the management unit 10 may be employed to
facilitate operation of an on-board system diagnostics and health monitoring
for the
system 5, or components thereof. For example, in an exemplary embodiment, the
management unit 10, data storage 12 and a communication system 50 may be
employed to detect, store, and transmit to the off-board central data center
310
relevant operating system parameters and information such as diagnostics
and/or
failure of the management unit 10, data storage or other components of the
system 5.
The diagnostics may further identify component status, and failure or
inoperability
including, but not limited to, loss of power loss or operation of the
audio/video system
14 and components thereof, loss of imaging data, time, and location of
failures.
The on-board systems 200 may also include data storage 12. The data storage 12
is
configured to exhibit sufficient capacity to capture and record data to
facilitate
performance of the functions disclosed herein. The data storage 12 provides of
suitable storage capacity, such as 2 gigabytes of memory in a exemplary
embodiment.
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In one embodiment, the data storage 12 uses flash memory. Data storage 12 may
also
include non-volatile random access memory (RAM). Moreover, as part of the data
storage 12, in one configuration, the management unit 10 may include non-
volatile
memory for storage of diagnostic and status data.
As shown in FIG. 2, the data storage 12 includes a housing 13, with the
housing
preferably protecting a data storage device 12 against mechanical and
electrical
damage during an event (e.g., selected locations, operating conditions, or an
accident
involving the locomotive) to preserve data held in data storage device 12. The
data
storage device 12 is preferably a solid-state, non-volatile memory of
sufficient storage
capacity to provide long-term data storage of the locomotive data,
environmental data,
video data and audio data for a significant period of time (e.g., 15 minutes)
associated
with a selected event. Once again, it will be appreciated that while the data
storage
device 12 are described herein as separate entities from the management unit
10 either
or both could be configured to be separate or combined, as well as being
combined
with other elements of the system 5 disclosed herein. Additionally it should
be
appreciated the while a particular partitioning of the processing and
functionality is
disclosed herein, such partitioning is illustrative only to facilitate
disclosure. Many
other arrangements and partitions of like functionality may now readily be
apparent.
The data storage 12 may also utilized to store a database 32 composed of a
variety of
information that may be used in conjunction with data and parameters acquired.
In
particular, the database may be employed to correlate acquired data with a
selected
event or events. For example, the database may be employed in cooperation with
a
navigation system 20, for example, a Global Positioning System (GPS) to
facilitate
position determination, localizing, and determination or evaluation for gating
of data
and video recording functions as a function of position, location, time,
wayside status,
and the like, as well as combinations including at least one of the foregoing.
The
database may include data including, but not limited to: (i) the locations of
railway
track routes, and track mapping (ii) the locations and orientations of curves
and
switches in those railway track routes, (iii) the location of each wayside
device on
each railway track route, (iv) the type of each wayside device (e.g., crossing
gates,
switches, signals, background shape, number of lights, possible color
combinations),
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(v) the direction which each wayside device points (e.g., eastbound or
westbound,
etc.) and the particular track to which each wayside device relates (e.g.,
main track or
siding), (vi) the position of each wayside device with respect to the
particular track
and the direction which the train is traveling (e.g., to the right, left,
overhead), (vii)
the distance from each wayside device at which imaging of the object should
start,
and (viii) the operation of the wayside device (e.g., lights are operating,
horn or"bell is
operating, the crossing gate arms are moving etc.).. As explained below, the
database
may also feature data pertaining to (x) the location of every highway or other
type of
crossing on all relevant railway track routes and (xi) the distance from each
crossing
at which imaging should start. This location data is pegged to the identity of
each
railway route typically by reference to milepost distances. Moreover, the
database
may include various operational and environmental parameters associated with a
various types of events. The database 32 may be employed to identify a for
particular
type of event, the environmental and operational parameter data that would be
relevant to a selected event.
Coupled to the data storage 12, and optionally to the management unit 10 is an
audio/video system 14. The audio/video system 14 generates audio data and
video
data that is either stored directly in the data storage 12 or stored in
coordination with
operational and environmental parameter data available in the system 5. In an
exemplary embodiment, the audio/video system 14 acquires digital audio and
digital
video information. However, optionally analog equipment may be employed. The
audio/video system 14 includes one or more cameras and/or microphones directed
as
desired to obtain desired video and audio information. The audio/video system
14
includes a input or sensing means 142 that can for example, take the form of
any one
of a variety of known cameras and/or microphones including the types of
cameras that
feature aiming and zooming mechanisms that can be externally controlled to aim
the
camera at an upcoming object with high clarity even at relatively long
distances.
Further, in an exemplary embodiment, a sensing means 142 with control of
lighting
effects, resolution, volume control for audio, frequency of imaging, data
storage, and
information concerning audio/video system parameters may be utilized. The
sensing
means 142 e.g., camera and/or microphone, is used to generate a video signal
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indicative of an image of the object, such as an upcoming wayside device,
crossing, or
track conditions onto which it is focused. Additionally, the audio/video
system 14
and more particularly the sensing means 142 may further take advantage of
video
technologies that facilitate low/no light image collection or collection of
specific
images. For example infrared and detection of specific images, e.g., flashing
red
crossing lights.
The audio/video system 14 may also include a processing means 144 that may
take
the form of any one of several types of hardware and software embodiments
known in
the signal processing art for handling and processing the captured data. Using
any
number of well established signal processing techniques, the processing means
144 is
to be used to process the video signals generated by the sensing means e.g.,
camera(s)
and/or microphones 142 so that the upcoming wayside signal device, the signal
aspect
information therefrom, crossing, or track conditions, is rendered discernable.
The
particular techniques and hardware/software implementation selected for the
processing means 144 is well known and a function of desired capabilities,
characteristics, cost, and the like.
The audio/video signal generated by the sensing means 142 e.g., camera and/or
microphone may be processed by the processing means 144 in an attempt to
render
the upcoming desired input, 'as well as any information appearing thereabout,
discernable. Further, the processing may include a determination of
characteristics of
the upcoming desire input, for example, particular signal information,
crossing status
or obstruction, crossing gate status, crossing gate light status, crossing
gate audible
warning, and the like.
The sensing means 142 e.g., camera(s) and/or microphone(s) may be directed out
the
front of the locomotive. Additionally, sensing means 142 may be directed to
either
side, or to the rear of the locomotive or multiple cameras may be used to
capture
images from multiple areas. Such a configuration preserves a visual record of
the
wayside signaling information, crossing status, and items on or near the track
in the
event of a mishap. Moreover, and in conjunction with the event and data
recording
capability of the management unit 10, the video data may be captured and
stored in a
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universal time-tagged manner with other locomotive parameters, such as
diagnostics,
and locomotive operational characteristics and parameters to facilitate
incident
investigation and operator evaluation. Additionally, one or more microphone(s)
may
be employed to record audio such as, wayside equipment lights, sound and
operation,
locomotive operational sounds, or the application of the locomotive horn.
The audio/video systein 14 may optionally feature a display unit 146 to show
the train
operator a wide variety of data intelligence gathered or information to
facilitate
operation or diagnostics of the locomotive. The display unit 146 may feature
selected
video data and operational parameters including, but not limited to, wayside
signal
aspects, speed, power and the like. The display unit 146 may also feature a
graphical
display used to provide the train operator with the actual video image
generated by the
cainera(s) 142. It may also be used to display supplemental information such
as the
profile of the upcoming portion of railway track, the estimated distance
required to
brake the train, the territorial coverage of the railway operating authority
or other
data, and the like.
The audio/video system 14 may also be used to detect and react to obstructions
on the
railway track. This configuration would assist operators of trains that travel
along
railway routes that intersect with highways or other types of railway track
crossings.
The video data and audio data (if used) may be stored continuously in the data
storage
12 on a first-in, first-out basis employing a continuous looping approach.
Upon
occurrence of an event, the audio/video data is preserved in data storage 12.
This
enhances the ability to determine the cause of an event. The capacity of the
data
storage 12 can be increased as required to store additional audio/video data
or
locomotive data. Again, this allows the management unit to direct the
recording of a
predetermined amount of video/audio data leading up to an event.
Alternatively, the
audio/video system 14 may be configured to initiate imaging/observing, and
transmitting video/audio data to the data storage 12 for recordation upon
detection of
an event, selected event, or based upon operational and environment parameters
and
the like.
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By collecting locomotive data, audio/video data, and environmental data, and
the like
in data storage 12, the integrated diagnostic, telemetry and video recording
system 5
facilitates analysis of locomotive events. The addition of environmental and
locomotive operating parameter data stored in the same data storage 12
simplifies
configuration of the system 5, integration, and further enhances the ability
to
investigate locomotive events. Moreover, as disclosed herein, linking the
storage and
event or data recording capabilities as disclosed with a remotely configurable
communications system 50 further facilitates data capture, analysis and
incident
investigation as may be directed by an off-board data and monitoring center
310.
Continuing now with Figures 1 and 2, the integrated diagnostic, telemetry and
video
recording system may further include a communications system 50 integrated
with
data storage 12 and optionally the audio/video system 14 and management unit
10. In
an exemplary embodiment, the communications system 50 includes multiple
communications systems einployed as may facilitate a particular communication
or
environment including, but not limited to wireless satellite communications
system, a
cellular communications systein, radio, private networks, a Wireless Local
Area
Network WLAN, and the like, as well as combinations including at least one of
the
foregoing. In an exemplary embodiments the wireless communication system may
be
employed to transmit image data, environmental and operational parameter data
corresponding to a selected event or events to the off-board data and
monitoring
center 300.
The wireless communication system 50 may comprise an onboard receiver 52 and
transmitter 54. The wireless communication system 50 provides a means to
transmit
the data between locomotives and from the locomotive to an off-board
processing.
center 300. Optionally, the wireless communications system may be employed for
communication to the system 5 for diagnostics, data downloads, uploads and the
like.
Additionally, the wireless communication system 50 provides a means to receive
commands and requests from the off-board processing center 300. For example
commands pertaining to transmission protocol, channel, transmission format,
transmission timer, packet size, frequency, and the like as well as
combinations
including at least one of the foregoing. Moreover, data may also be retrieved
from the
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locomotive mounted management unit 10 via manual (wired) interfaces and
downloads to another computer or even management unit 10 memory removal.
Continuing once again with Figures 1 and 2, the integrated diagnostic,
telemetry and
video recording system 5 may further include a navigation system 20. The
navigation
system 20 may be employed to determine the position of the train/locomotive
occupies on the globe. In an exemplary embodiment, the navigational system
takes
the form of a Global Positioning System hereinafter GPS, which can receive
signals
and determine global coordinates, such as latitude and longitude, directional
information, velocity and time. The GPS provides geographic, movement, and
time
data to the management unit 10 to facilitate correlation of selected image,
operational
and environmental parameter data with a chronological time and/or geographic
location. Time tag data may include, but not be limited to, chronological
time, time
of transmission and the like. Geographic data may include, but not be limited
to,
latitude, longitude, velocities and the like. In an exemplary embodiment, the
GPS
system includes, but is not limited to a locomotive mounted antenna and
receiver/computer that processes signals from low earth orbiting satellites to
provide
the abovementioned data.
In an exemplary embodiment, the GPS receiver should preferably be accurate
enough
to identify a curve or a switch on which the train is located. Thus, the data
that the
GPS receiver itself may provide may only be an approximation of the exact
position
of the train. The GPS may further be coupled with other navigational aids to
further
facilitate accurate position location and deterinination. The GPS information
may
further be coupled with the stored information about the track to further
facilitate a
determination of where the locomotive, (and thereby the train) is on the track
relative
to fixed waypoints or entities, for example a wayside signaling device or
crossing.
The locomotive system 30 includes, but is not limited to, various sensor and
data
sources that provide inputs to the data storage 12 and/or management unit 10.
One
source is the locomotive control system that provides data about the
operational
performance and status of the locomotive. For example, data on power commands,
engine speed, locomotive speed, traction feedback, pneumatic brakes, brake
pressures,
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dynamic braking, load, throttle, operating faults, ambient temperature,
commanded
parameters and the like. Another data source is the locomotive "trainlines" -
these
(discrete) signals run between locomotives in a train and provide operation
status of
the locomotive. For example, the "trainlines" include data on operator's
power/brake
command, direction call, power mode, and the like. Moreover, data can also be
collected directly from various locomotive and environmental sensors 40,
control
circuits and devices, e.g., track geometry monitors, smoke and fire detectors,
chemical
or fuel detectors, engine on relay and emergency brake relay or other data
collection
devices, such the data event recorder, locomotives horn and bell indication
and the
like. Other environmental and operational parameters that may be observed and
recorded may include but not be limited to: weather conditions, e.g., rain,
snow, fog,
and the like; horn and lights, track conditions, track topology, elevation
direction and
heading.
Returning to Figures 1 and 2, the off-board data processing center 300
interfaces with
the wireless communication system and manages the files and commands to and
from
the locomotives. The off-board data processing center 300 employs a wireless
communications system 320 to interface with on-board systems. The wireless
communication system 320 may include but not be limited to a transmitter and
receiver for satellite communications, radio, cellular, and the like, as well
as
combinations including at least one of the foregoing. The off-board data
processing
center 300 processes the data into valuable data for the users. A monitoring
and
diagnostic service center (MDSC) 310 processes the data collected by the
system and
provides the event replay services and diagnostic recoinmendations. The MDSC
also
uses the system to perform remote monitoring of the locomotive and surrounding
elements such as the rail, signaling, and crossing equipment. The MDSC 310
with the
communications system 320 transmits request to the on board systems 200 for
selection of desired images, environmental and operational parameter data.
Advantageously, the system may be employed to select specified data to be
stored
and/or transmitted to the off-board MDSC 310 under selected conditions such as
when the locomotive approaches or reaches a desired location, wayside
signaling
device, at a specified time, and the like. The MDSC 310 may also be employed
to
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remotely modify the configuration of the onboard communications system 50 The
MDSC also monitors the health of the audio/video system 14, locomotive system
30,
navigational system 20, and a wireless communications system 50 and performs
required maintenance (e.g., hardware and software version tracking). Raw data
and
diagnostic recommendations are exchanged with various customers by the MDSC
via
web pages or business-to-business file transfers.
The management unit 10, data storage 12, audio/video recording system 14,
communications system 50 navigation system 20, locomotive control system 18
and
environmental sensors 40 may be powered during normal operation from a
locomotive power supply VL. The source of locomotive power supply VL may be a
generator driven by the locomotives engine. The management unit 10, data
storage
12, audio/video recording system 14, communications system 50, and navigation
system 20, may optionally include auxiliary power supplies such as batteries
34.
During failure or disruption of the locomotive power supply VL, auxiliary
power
supplies 34 are utilized to facilitate continued operation. Alternatively,
instead of
separate auxiliary power supplies for each component, an auxiliary power
supply
could supplement locomotive power supply VL in the event of a failure or
disruption
locomotive power supply VL to supply selected coinponents of the system 5. In
an
exemplary embodiment, the data storage 12 and audio/video recording system 14
may
be powered with auxiliary power supplies 34. Optionally, the management unit
10,
communications system 50 navigation system 20, locomotive control system 18
and
environmental sensors 40 may also be powered with one or more auxiliary power
supplies 34.
FIG. 4 depicts an exemplary data flow diagram of another embodiment of an
exemplary locomotive video recorder and recording system 5. The system 5 may
include the on-board system 200 coinprising the management unit 10 receiving
data
from the audio/video system 14, the locomotive system 30, and the navigational
system 20. The wireless communications system 50 provides two-way
communication between the on-board system 200 and the off-board data
processing
center 300. The on-board system 200 further includes environmental sensors 70
providing environmental data, such as time of day, weather, and lighting
conditions,
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to the management unit 10. The management unit 10 integrates data received
from
the respective data sources, such as the audio/video system 14, locomotive
system 30,
and the environmental sensors 70, and stores the integrated information in
memory
60. The integrated information may include video/audio data, locomotive
control
data, location data, such as GPS location, and time data. Removable memory 62
may
redundantly store the information stored in the memory 60. The removable
memory
62 may be removed from the onboard system 200 and installed in compatible
devices,
such as a download player 66, for accessing the contents stored in the
removable
memory 62.
In an aspect of the invention, time standard information, for example,
received from
the navigation system 20 in the form of a time standard encoded in a GPS
signal, may
be used to synchronize the data received by the management unit 10 from the
data
sources. For example, the data received from each of the sources may be time
stamped with a time tag derived from the GPS time standard. Accordingly, the
data
may be synchronized to a universal time standard instead of relying on
independent
time standards applied by the respective data sources to the data that they
provide to
the management unit 10 that may be asynchronous to one another. By providing a
universal time standard for received data, time discrepancies among data
received
from the different sources having independently encoded time standards may be
resolved. In an embodiment, a universal time stamp may be applied to the data
by the
management unit 10, for example, upon receipt of the data from the respective
data
sources to generate time correlated integrated information. In another
embodiment, a
universal time stamp may be provided to each of the respective data sources,
such as
the audio/video system 14, locomotive system 30, and the environmental sensors
70.
The universal time stamp may be used by the respective data sources to time
tag data
generated by the source before the data is provided to the management unit 10,
so that
the data received by the management unit 10 arrives with a universal time
stamp. In
yet another embodiment, universal time information may be provided by other
time
standard sources, such as a locomotive clock provided by a locomotive
communications module unit or an Inter-Range Instrumentation Group (IRIG) time
tag generator, to synchronize the data received by the manageinent unit 10.
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The on-board system 200 may also include a railroad (RR) landmark database 68
for
supplying railroad landmark tags to the management unit 10. The landmark tags
may
be correlated with the data received from the data sources corresponding to a
geographic location of the locomotive, for example, sensed by the navigation
system
10, at the time the data is generated. These landmarks tags, such as milepost
markers,
stations, and crossing tags, may be included in the integrated video data at
appropriate
geographic correlated locations of data capture to create landmark correlated
image
data to allow a user to intuitively select landmark tags for retrieving data
from the
integrated information. For example, instead of using time or geographic
location
parameters to search the integrated video data, a user may select one or more
landmark tags, such as a mile post to locate desired data. By using landmark
tags, a
user may not need to know a specific time or specific geographic location to
search
for desired data. Consequently, the landmark tags may be used to provide an
alternate
means of searching through landmark correlated image data recorded by the
management unit 10.
In an aspect of the invention, a landmark tag may be retrieved from the
database 68
when location data provided by the navigational system 20 indicates that the
locomotive is at a location corresponding to the location of the landmark. The
landmark tag may then be inserted into the integrated video data corresponding
to the
data gathered for the location. In another embodiment, location information
from the
navigational system 20 may be provided directly to the database 68 so that
when the
location data indicates that the locomotive is at a location corresponding to
the
location of a certain landmark, an appropriate landmark tag is provided by the
database 68 to the system 10 for incorporation into the integrated video data.
In yet another aspect of the invention depicted in FIG. 5, the on board system
200
may include a landmark sensor 69 in communication with the management unit 10
for
providing landmark tags. The landmark sensor 69 may be configured to detect
actual
landmarks 76, such as mileposts 78 or crossings 80, proximate the locomotive
22 as
the locomotive 22 approaches sufficiently close to the landmark 76 to allow
the
landmark sensor 69 to detect the actual landmark 76. Actual landmarks 76
detected
by the landmark sensor 69 may be incorporated into the integrated inforination
to
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provide landmark correlated image data. In an embodiment, the landmark sensor
69
may include a transponder reader 82, such as an automated equipment identifier
(AEI)
tag reader, detecting respective transponders 84, such as AEI tags, positioned
proximate the actual landmarks 76 to be detected by a passing locomotive 22.
To reduce the amount of integrated video data needed to be stored, the system
10 may
also include a data resolution module 72 for determining a resolution of data
to be
stored depending on factors such as location, time of day, speed of the
locomotive and
RR landmarks. For example, higher resolution data than normally acquired, such
as a
higher video frame rate and/or image quality, may be needed in certain
situations,
such as if the locomotive is traveling at higher speeds, approaching a
crossing or
traveling in an urban area. Consequently, lower resolution data than normally
acquired, such as a lower video frame rate and/or image quality, may be
satisfactory
for certain situations, such as when the locomotive is traveling at a slow
speed in an
undeveloped area along a straight flat rail. Accordingly, data storage
capacity may be
conserved by reducing the data storage requirements depending on locomotive
operating conditions and the environment through which the locomotive is
traveling.
Based on data received from the data sources, such as the locomotive system 30
and
the environmental sensors 70, the data resolution module 72 may dynamically
control
a resolution of data stored in memory 62. In another embodiment, the data
module
resolution 72 may be configured to directly control a resolution of data
provided by
the respective data sources, for example, by changing a mode of operation of
the data
source, such as a mode of operation of the audio/ video system 14.
In another aspect of the invention, the off-board processing center 300 in
communication with the on board system 200 via the wireless system 50 may
include
a system update module 74 for providing system updates to the on board system
200.
The system update module 74 may provide system configuration updates
controlling,
for example, what data is stored and the sample rate of collection of data.
The module
74 may also be configured for updating the RR landmark database 68 with new or
modified RR landmark tags. System updates may be performed on a periodic
basis,
and/or as required, such as when new RR landmarks are installed in the railway
system. The wireless system 50 may be configured to be compatible with a radio-
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type communication system, a cellular-type communication system, or a
satellite-type
communication system. By being configured for different types of communication
systems, the most economical communication system may be chosen to provide
communications between the on-board system 200 and the off-board processing
center 300.
A download device 64, such as laptop, may be connected to the on-board system
200
for downloading information, for example, from memory 60. In an aspect of the
invention, the download device 64 may be configured for downloading the entire
contents of memory 60, or for downloading desired portions of the information
stored
in memory 60. The portions desired to be downloaded may be selected based on
criteria such as time tags, GPS location, and/or RR landmark tags incorporated
in the
integrated information by the management unit 10. The download device 64 may
be
connected to the download, player 66 for playing back the information saved on
the
download device 64. The download player 66 may also be used to play
information
stored in removable memory 62 when the reinovable memory 62 is installed in
the
download player 66, and to play information provided from the off-board
processing
center 300. The download player 64 may be capable of displaying the integrated
information, including data, video, and graphical information, and may further
be
capable of synching to time tags, location information, and /or RR landmark
tags
encoded in the integrated information.
In another aspect of the invention, the landmark correlated image data may be
stored
in a memory device, such as memory 60 onboard the locomotive and/or memory 304
off board the locomotive, for later retrieval and provision to a user desiring
to review
the landmark correlated image data. The landmark correlated image data may be
compressed to optimize storage capacity and transmission bandwidth of landmark
correlated image data being transmitted. In an aspect of the invention, the
landmark
correlated image data may be formatted in a standard video format such as an
MPEG
or HDTV format.
In an embodiment, the off-board data and monitoring center 300 may include
processor 302, in communication with memory 304, configured for receiving the
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landmark correlated image data from one or more locomotive onboard systems
200,
and/or other sources, such as stationary image recording systems, and
providing the
image data or certain requested portions of the image data to users, for
example, via
the Internet 306. The off-board data and monitoring center 300 may receive a
request over the Internet 306 from a user desiring to view the stored data,
for
example, corresponding to a certain landmark or geographic location of
interest. The
requesting user may select the desired portion of the image data to be viewed
by
specifying a landmark location, such as one or more mileposts. The processor
302
responds to the request by accessing the image data, for example, stored in
memory
304, to retrieve image data associated with the specified milepost or
mileposts.
Accordingly, a user more familiar with landmark locations, for example, as
opposed
to geographic coordinates, may be able to more easily request desired landmark
correlated image data to be viewed by selecting a desired landmark or
landmarks. In
addition, the user may be able to select image data by time tags, for example,
to
bracket a desired time period of image data to be viewed.
In another aspect, image data acquired by various different sources, such as
locomotive mounted cameras, stationary cameras, or other sources, may be
organized
according to common imaging locations and stored, such as in memory 304.
Accordingly, a user requesting image data corresponding to a certain landmark,
such
as a vicinity of a certain milepost, may be provided with image data recorded
in the
vicinity of the landmark recorded by different imaging systems.
As depicted in FIG. 6, a computer system 86 for accessing the landmark
correlated
image data by landmark location may include an input device 94, such as a
keyboard,
for selecting landmark correlated image data by landmark location, provided,
for
example, via the internet 306. The computer system may include a storage
device 88,
such as a memory, storing a computer code for accessing the landmark
correlated
image data to retrieve selected landmark correlated image data according to
landmark
location. A central processing unit (CPU) 90 responsive to the input device
94,
operates with the computer code stored in the storage device 88 to retrieve
selected
landmark correlated image data, such as over the Internet 306, and an output
device
92, such as a monitor, provides selected landmark correlated image data to a
user.
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Based on the foregoing specification, the methods described may be implemented
using computer prograinming or engineering techniques including computer
software,
firmware, hardware or any combination or subset thereof, wherein the technical
effect
is to provide an imaging system for generating landmark correlated images
taken, for
example, from a railroad locomotive. Any such resulting program, having
computer-
readable code means, may be embodied or provided within one or more computer-
readable media, thereby making a computer program product, i.e., an article of
manufacture, according to the invention. For example, computer readable media
may
contain program instructions for a computer program code for processing
received
imaging data indicative of images acquired in a vicinity of a locomotive. The
computer readable media may also include a computer program code for
processing
received location data indicative of a geographic location of the locomotive
when the
images are being acquired. In addition, the computer readable media may
include a
computer program code for accessing a railroad landmark database comprising a
plurality of railroad landmarks associated with respective geographic
locations
constituting landmark tags to correlate the landmark tags with the imaging
data and
the location data to generate landinark correlated image data.
The computer readable media may be, for example, a fixed (hard) drive,
diskette,
optical disk, magnetic tape, semiconductor memory such as read-only memory
(ROM), etc., or any transmitting/receiving medium such as the Internet or
other
communication network or link. The article of manufacture containing the
computer
code may be made and/or used by executing the code directly from one medium,
by
copying the code from one medium to another medium, or by transmitting the
code
over a network.
One skilled in the art of computer science will be able to combine the
software
created as described with appropriate general purpose or special purpose
computer
hardware, such as a microprocessor, to create a computer system or computer
sub-
system embodying the method of the invention. An apparatus for making, using
or
selling the invention may be one or more processing systems including, but not
limited to, a central processing unit (CPU), memory, storage devices,
communication
links and devices, servers, I/O devices, or any sub-components of one or more
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processing systems, including software, firmware, hardware or any combination
or
subset thereof, which embody the invention.
It will be understood that a person skilled in the art may make modifications
to the
preferred embodiment shown herein within the scope and intent of the claims.
While
the present invention has been described as carried out in a specific
embodiment
thereof, it is not intended to be limited thereby but is intended to cover the
invention
broadly within the scope and spirit of the claims.
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