RUNNING LOCATION IDENTIFICATION SYSTEM, RUNNING LOCATION IDENTIFICATION APPARATUS, AND RUNNING LOCATION IDENTIFICATION METHOD FOR RAILROAD CARS

Abstract

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 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.

Description

TECHNICAL FIELD

The present invention relates to technology for identifying a running location of a railroad car running on a track.

BACKGROUND ART

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

Patent Document 1: U.S. Pat. No. 8,209,145

SUMMARY

Problem to be Solved by the Invention

There is nevertheless a demand for greater accuracy in identifying a location of a railroad car running on a track.

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

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 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.

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.

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

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

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

First Embodiment

A running location identification system, a running location identification 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.

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.

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.

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.

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 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 10 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 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 change of the surface portion of the track 10.

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.

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.

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 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.

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.

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.

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 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.

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.

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.

FIG. 2 is a flowchart showing an example of processing performed by the running location identification unit 40.

In a step S1, the signal indicating the track displacement is input from the track displacement output unit 32 into the running location identification unit 40.

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 waveform data. In the cross-correlation operation, normalization may be performed so that the value has a maximum value of 1.

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 Prf. 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.

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 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 down in a range in which a similar tendency to the characteristic data is shown.

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 10C. The original track 10R branches into a plurality of tracks when extending from one side to the other side (from the left side to the right side in FIG. 3). More specifically, the original track 10R 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 10R 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).

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.

In a case where the running location identification system 30 for railroad cars is 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 10R and the track 10A. 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 10R 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 10R 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.

Assume that the railroad car 20 travels from the original track 10R to any of the tracks 10A, 10B, and 10C. 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.

In the example shown in FIG. 3, the railroad car 20 travels from the original track 10R 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 10R to the track 10B. In this case, the running location identification unit 40 evaluates degrees of similarity between displacement data f responsive to the track displacement from the original track 10R 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 10R 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).

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 10B, 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 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 different ranges.

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).

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.

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 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.

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.

According to the running location identification system, 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 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 responsive to the track displacement in the predetermined range of the track 10.

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 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 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.

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.

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 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.

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.

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.

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.

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.

A running location identification system 130 for railroad cars includes a track displacement output unit 132 and a running location identification unit 140.

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.

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.

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.

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 configurations, such as a capacitance detection sensor and a piezo-resistive sensor, can be used as the acceleration sensor.

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.

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.

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. 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.

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.

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.

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.

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.

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.

A GPS reception unit 151 and a longitudinal acceleration sensor 152 are mounted to the railroad car 20.

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 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 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.

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 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.

The running distance computation unit 144 computes the running distance of the 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.

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.

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.

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.

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 indicating the amount of vertical displacement based on the acceleration output from the track displacement output unit 132 as the acceleration sensor.

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.

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 GPS. The similarity degree computation unit 145 herein determines whether the railroad car 20 is located in a 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.

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 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.

The degree of similarity between the displacement data 149c 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).

$\left[\mathrm{Math}1\right]$ $\begin{array}{cc}R\left(m\right)=\frac{1}{N}\sum _{d=0}^{N-1}\mathrm{Prf}\left(d\right)·f\left(d+m\right)& \left(\mathrm{Math}1\right)\end{array}$

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.

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 exists, that is, as the historical map data 149d including the information indicating the track 10 through which the railroad car 20 has passed.

FIG. 6 is a flowchart showing overall processing performed by the running location identification system. The overall processing performed by the running location identification system will be described with reference to FIGS. 7 to 9.

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.

In the step S12, the running distance computation unit 144 determines whether 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 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 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).

In the step S13, the running distance computation unit 144 sets the initial mileage to a value (Ks) corresponding to the reference location determined as the point in 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.

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.

In steps S14 to S16, the running distance computation unit 144 determines whether the railroad car 20 has departed.

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 ΔT second interrupt. Processing proceeds to the step S15 when it is determined that there is the interrupt.

In the step S15, it is determined whether longitudinal acceleration ΔGL 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 ΔGL 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.

In the step S16, it is determined whether a speed Vg of the railroad car 20 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.

In the step S17, the running distance computation unit 144 computes Ks+Vg×ΔT as a present location (expressed by a distance from the initial mileage).

In the next step S18, the vertical displacement computation unit 148 computes the vertical displacement from the vertical acceleration in the displacement data 149c. 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.

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 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.

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.

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.

For example, assume that the railroad car 20 travels from the original track 10R to any of the tracks 10A, 10B, and 10C 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 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 10 not only in a case where the railroad car 20 runs at a constant speed but also in a case 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.

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 10R 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), 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 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).

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 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 is stored in the storage 149 and updated as the historical map data 149d.

In subsequent steps S23 to S25, it is determined whether the railroad car 20 has stopped.

First, in the step S23, it is determined whether there is the ΔT second interrupt. Processing returns to the step S17 when it is determined that there is not the interrupt, and proceeds to the step S24 when it is determined that there is the interrupt.

In the step S24, it is determined whether the longitudinal acceleration ΔGL 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 the longitudinal acceleration ΔGL 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.

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.

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 20 is running on the track 10 and the reference profile data Prf responsive to the track displacement in the predetermined range of the track 10.

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.

The running location identification unit 140 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.

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 Prf. The displacement data 149c of the track 10 can thus easily be acquired based on the acceleration sensor 152.

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.

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.

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.

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.

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.

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.

The degree of similarity can properly be evaluated by evaluating the degree of similarity by the correlation operation.

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.

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.

Modifications

Various modifications will be described based on the premise of the above-mentioned embodiments.

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.

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.

FIG. 11 is a block diagram showing a running location identification system 330 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 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.

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 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.

A communication apparatus 350 that is communicative via a communication network 380 is provided to the railroad car 20.

On the other hand, a management base 400 is provided at a location different from the location of the railroad car 20.

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 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 processing as the running location identification unit 440.

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.

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.

A communication apparatus 450 that is communicative via the communication network 380 is provided to the management server apparatus 410.

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.

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 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.

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.

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.

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.

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.

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.

Configurations described in the above-mentioned embodiments and modifications can be combined with each other as appropriate unless any contradiction occurs.

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.

Alternatively, the running location identification system 30 described in the first 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.

As described above, the present description includes the invention according to each of aspects described below.

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.

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.

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.

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.

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 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.

One of the tracks can thereby be identified in a case where the track branches and the like.

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 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.

The displacement data of the track can thereby easily be acquired.

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.

Accurate displacement data of the track can thereby be acquired.

A sixth aspect is the running location identification system for railroad cars 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.

The degree of similarity can thereby be evaluated while eliminating the influence of the speed of the railroad car as much as possible.

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.

The running distance can thereby easily be acquired using the GPS.

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.

A range in which the degree of similarity is evaluated can thereby be narrowed down.

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.

The degree of similarity can thereby properly be evaluated by the correlation operation.

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.

A more accurate actual running track of the railroad car can thereby be stored.

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.

The running location can thereby be identified in the railroad car.

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.

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.

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.

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.

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 the track; and (c) determining whether the railroad car has run in the predetermined range based on the evaluated degree of similarity.

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.

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.

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.

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.

One of the tracks can thereby be identified in a case where the track branches and the like.

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 evaluated using, as the displacement data, displacement data based on the acceleration.

The displacement data of the track can thereby easily be acquired.

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.

Accurate displacement data of the track can thereby be acquired.

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.

The degree of similarity can thereby be evaluated while eliminating the influence of the speed of the railroad car as much as possible.

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.

The running distance can thereby easily be acquired using the GPS.

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

• • 10, 10A, 10B, 10C track
  • 10R original track
  • 12 rail
  • 20 railroad car
  • 30, 130, 330 running location identification system
  • 32, 132, 232 track displacement output unit
  • 40, 140, 440 running location identification unit
  • 41 storage
  • 142 latitude and longitude computation unit
  • 143 speed computation unit
  • 144 running distance computation unit
  • 145 similarity degree computation unit
  • 146 running track determination unit
  • 146c displacement data
  • 147 displacement data conversion unit
  • 148 vertical displacement computation unit
  • 149 storage
  • 149a map data
  • 149c displacement data
  • 149d historical map data
  • 151 GPS reception unit
  • 350 communication apparatus
  • 380 communication network
  • 400 management base
  • 410 management server apparatus
  • 411 storage
  • 450 communication apparatus
  • Prf reference profile data

Claims

1. A running location identification system for railroad cars, the running location identification system comprising:

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 of the track with respect to a running distance on the track based on output from the track displacement output unit and reference profile data responsive to track displacement in the predetermined range.

2. The running location identification system for railroad cars according to claim 1, wherein

the reference profile data is previously measured data.

3. The running location identification system for railroad cars according to claim 1, wherein

the running location identification unit 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.

4. The running location identification system for railroad cars according to claim 1, wherein

the track displacement output unit includes an acceleration sensor outputting acceleration of the railroad car during 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.

5. The running location identification system for railroad cars according to claim 1, wherein

the track displacement output unit outputs a signal responsive to vertical displacement of the track.

6. The running location identification system for railroad cars according to claim 1, further comprising

a running distance computation unit computing a running distance of the railroad car based on latitude and longitude evaluated using a GPS, 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.

7. (canceled)

8. The running location identification system for railroad cars according to claim 1, 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.

9. The running location identification system for railroad cars according to claim 1, wherein

the running location identification unit evaluates the degree of similarity based on a correlation operation.

10. The running location identification system for railroad cars according to claim 1, further comprising

a storage for storing therein results of identification by the running location identification unit as an actual running track of the railroad car.

11. The running location identification system for railroad cars according to claim 1, wherein

the track displacement output unit and the running location identification unit are mounted to the railroad car.

12. The running location identification system for railroad cars according to claim 1, 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.

13. A running location identification apparatus for railroad cars, the running location identification apparatus comprising:

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 of the track with respect to a running distance on the track based on input into the track displacement signal input unit and reference profile data responsive to track displacement in the predetermined range.

14. A running location identification method for railroad cars, the running location identification method comprising 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 of the track with respect to a running distance on the track 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.

15. The running location identification method for railroad cars according to claim 14, wherein

the reference profile data is previously measured data.

16. The running location identification method for railroad cars according to claim 14, 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.

17. The running location identification method for railroad cars according to claim 14, 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 evaluated using, as the displacement data, displacement data based on the acceleration.

18. The running location identification method for railroad cars according to claim 14, wherein

in the step (a), a signal responsive to vertical displacement of the track is output.

19. The running location identification method for railroad cars according to claim 14, further comprising the step of

(d) computing a running distance of the railroad car based on latitude and longitude evaluated using a GPS, 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.

20. (canceled)