JP6846519B2 - Travel position identification system, travel position identification device, and travel position identification method for railway vehicles - Google Patents

Description

The present invention relates to a technique for specifying a traveling position of a railway vehicle traveling on an orbit.

Patent Document 1 discloses a technique for specifying a traveling position of a railway vehicle by using GPS (Global Positioning System).

U.S. Pat. No. 8,209,145

However, it is required to more accurately identify the position of the railroad vehicle traveling on the track.

Therefore, an object of the present invention is to make it possible to more accurately identify the traveling position of a railway vehicle.

In order to solve the above problems, the traveling position identification system of the railroad vehicle has a track displacement output unit that outputs a signal corresponding to the displacement of the track when the railroad vehicle is traveling on the track, and an output of the track displacement output unit. Based on the degree of similarity between the displacement data based on the above and the reference profile data according to the displacement in the predetermined range of the track, the traveling position specifying unit for determining whether or not the railroad vehicle has traveled in the predetermined range. Be prepared.

Further, in order to solve the above problems, the traveling position specifying device of the railroad vehicle includes a track displacement signal input unit for inputting a signal based on the displacement of the track when the railroad vehicle is traveling on the track, and the track displacement. Based on the degree of similarity between the displacement data based on the input to the signal input unit and the reference profile data according to the displacement in the predetermined range of the track, it is determined whether or not the railroad vehicle has traveled in the predetermined range. It is equipped with a traveling position specifying unit.

Further, in order to solve the above problems, the method of specifying the traveling position of the railway vehicle includes (a) a step of outputting a signal corresponding to the displacement of the track when the railway vehicle is traveling on the track, and (b) the above. The step of obtaining the degree of similarity between the displacement data based on the output according to the displacement of the track and the reference profile data according to the track displacement in a predetermined range of the track, and (c) the railway vehicle based on the obtained degree of similarity. Includes a step of determining whether or not the vehicle has traveled within the predetermined range.

According to the present invention, based on the degree of similarity between the displacement data based on the output corresponding to the displacement of the track when the railway vehicle is traveling on the track and the reference profile data according to the track displacement in a predetermined range of the track. By determining whether or not the railroad vehicle has traveled within a predetermined range, the traveling position of the railroad vehicle can be specified more accurately.

It is a block diagram which shows the traveling position specifying system of the railroad vehicle which concerns on 1st Embodiment. It is a flowchart which shows the processing example of the traveling position specifying part. It is explanatory drawing which shows the example which specifies the traveling position of a railroad vehicle when a track is branched. It is explanatory drawing which shows the example which specifies the traveling position of a railroad vehicle in the case where one track extends in a straight line without branching in the middle. It is a block diagram which shows the traveling position specifying system of the railroad vehicle which concerns on 2nd Embodiment. It is a flowchart which shows the whole processing example of the traveling position identification system. It is a figure which shows an example of the displacement data. It is explanatory drawing which shows the example which converts the displacement data with respect to time into displacement data with respect to a distance. It is explanatory drawing which shows the example which obtains the degree of similarity between the displacement data and a reference profile data when a track is branched. It is a figure which shows the track displacement output part which concerns on the modification. It is a block diagram which shows the traveling position identification system of the railroad vehicle which concerns on a modification.

{First embodiment}
Hereinafter, the traveling position specifying system, the traveling position specifying device, and the traveling position specifying method of the railway vehicle according to the first embodiment will be described. FIG. 1 is a block diagram showing a traveling position specifying system for a railway vehicle.

Explaining the railway vehicle in which this system is incorporated, the railway vehicle 20 travels on the track 10. The track 10 is a linear road that guides a railway vehicle along the route. Here, the track 10 includes two rails 12. The two rails 12 are laid on the ground in parallel via sleepers or the like. The track may be such that one rail guides a railroad vehicle, such as a monorail. The track may be provided in the air by a viaduct, or may be laid underground.

The railroad vehicle 20 includes a vehicle body 22 and a bogie 24. The bogie 24 includes a bogie frame 25 and a plurality of wheels 26. The plurality of wheels 26 are rotatably supported by the bogie frame 25 via axles on the left and right portions of the bogie frame 25. Here, the left and right means the left and right when the traveling direction is viewed from the inside of the railway vehicle 20. The left and right wheels 26 travel on the rail 12 while being guided by two rails 12, respectively. The bogie 24 is supported by the lower part of the vehicle body 22, and when the bogie 24 travels on the track 10, the railroad vehicle 20 including the vehicle body 22 travels along the track 10. The railcar 20 may be any of a freight train locomotive, a freight car, a passenger train locomotive, a passenger car, an electric passenger car, an accompanying passenger car, and the like, as long as it is a vehicle traveling on the track 10.

As shown in FIG. 1, the traveling position identification system 30 of the railway vehicle is mounted on the railway vehicle 20. The traveling position specifying system 30 of a railway vehicle includes a track displacement output unit 32 and a traveling position specifying unit 40.

The track displacement output unit 32 is configured to be able to output a signal corresponding to the displacement of the track 10 when the railway vehicle 20 is traveling on the track 10. Here, the displacement of the orbit 10 means a change in the position of any part of the orbit 10 in the extending direction of the orbit 10. The displacement of the track 10 includes a change in the position of a surface portion of one rail 12 or a relative change in the position of a surface portion of two rails 12. For example, as an example of the former, there may be a case where the position of the surface portion of the track 10 changes in the extending direction of the track 10 due to the influence of distortion, deformation, wear of the rail 12, the seam of the rail 12, and the like. Further, as an example of the latter, a case where the distance between the two rails 12 changes in the extending direction of the track 10 can be mentioned. The track displacement output unit 32 outputs a signal corresponding to such a change in the surface portion of the track 10.

When the railroad vehicle 20 travels on the track 10, the track displacement output unit 32 may directly or indirectly acquire the situation according to the displacement of the track 10 and output a signal according to the situation. ..

For example, when the rail 12 is displaced, the displacement is transmitted to the railway vehicle 20 via the wheels 26 traveling on the rail 12. Therefore, the signal for detecting the movement of the railroad vehicle 20 based on the displacement of the rail 12 can be used as a signal corresponding to the displacement of the track 10. At this time, since the displacement of the rail 12 is attenuated as it is transmitted from the wheels 26 to the vehicle body 22, the displacement of the portion of the railway vehicle 20 as close to the wheels 26 as possible may be detected. As the track displacement output unit 32, for example, a configuration including an acceleration sensor provided in an axle box that supports an axle connected to a wheel can be adopted.

Further, for example, the situation of the rail 12 may be directly acquired from the railroad vehicle 20, and a signal corresponding to the displacement of the track 10 may be output based on the situation. For example, the rail 12 is imaged from the railroad vehicle 20 by an imaging device, the position of the surface portion of the rail 12 is recognized from the captured image, and a signal corresponding to the displacement of the track 10 is received based on the change in the position of the recognized surface portion. May be output. In addition, the railway vehicle 20 is provided with an optical position sensor, an ultrasonic position sensor, an eddy current displacement sensor, etc., the displacement of the track 10 is detected by the sensors, etc., and the detection result is a signal corresponding to the displacement of the track 10. It may be output as.

In the traveling position specifying unit 40, the railway vehicle 20 sets a predetermined range based on the degree of similarity between the displacement data based on the output of the track displacement output unit 32 and the reference profile data Prf corresponding to the track displacement in the predetermined range of the track 10. It is configured so that it can be specified whether or not it is running.

The traveling position specifying unit 40 is composed of a computer 40A including a CPU (Central Processing Unit), a ROM (read only memory), a RAM (Random access memory), and the like. The traveling position specifying unit 40 is also a traveling position specifying device. The computer 40A includes a storage unit 41 composed of a rewritable flash memory, a magnetic storage device, or the like. The storage unit 41 stores a traveling position specifying program for processing the computer 40A as the traveling position specifying unit 40. The CPU performs arithmetic processing according to the processing procedure described in the traveling position specifying program, so that the computer 40A executes the processing as the traveling position specifying unit 40.

A storage unit 41 is mounted on the railroad vehicle 20. The reference profile data Prf is stored in the storage unit 41. The reference profile data Prf is data corresponding to the orbital displacement in a predetermined range of the orbital 10. The predetermined range in the orbit 10 is a range arbitrarily set in advance in the orbit 10, and is set as, for example, a range of several meters to several tens of meters, particularly 10 meters. The predetermined range on the track 10 is set to a range in which it is preferable to know the position of the railroad vehicle 20 on the track 10, for example. As an example of the range in which it is preferable to know the position of the railroad vehicle 20, when there is a branch point on the track, the range of a predetermined distance before and after the branch point (for example, a range of 10 meters), or a plurality of tracks are adjacent to each other. When they are lined up together, the plurality of orbitals are at least a part of the range in which they are lined up next to each other (for example, a range of 10 meters).

The reference profile data Prf may be data measured in the past, or may be data inferredly generated from a design drawing of the trajectory 10, observation results, and the like. The data measured in the past includes data measured when the railroad vehicle 20 whose running position is specified actually travels in the predetermined range of the track 10, and a vehicle type of the same type as the railroad car 20 whose running position is specified. Alternatively, the data measured when the railroad vehicle 20 of a different type actually travels in the predetermined range of the track 10, or the vehicle for the traveling test actually travels in the predetermined range of the track 10 when the track 10 is laid. Includes the data measured at the time of the operation.

The degree of similarity is evaluated by various evaluation values that evaluate the similarity of a plurality of data. The degree of similarity may be evaluated by a multi-step numerical value, or may be evaluated by two steps indicating the presence or absence of similarity. The degree of similarity may be obtained by, for example, various operations such as a cross-correlation operation, or may be obtained by a pre-learned machine learning device.

FIG. 2 is a flowchart showing a processing example of the traveling position specifying unit 40.

In step S1, a signal indicating the track displacement is input from the track displacement output unit 32 to the traveling position specifying unit 40.

In the next step S2, the traveling position specifying unit 40 obtains the degree of similarity between the displacement data based on the output of the track displacement output unit 32 and the reference profile data Prf. For example, the displacement data based on the output of the track displacement output unit 32 can be represented as a waveform representing a change in physical quantity according to the track displacement with respect to a time or distance corresponding to a predetermined range of the track 10. Similarly, the reference profile data Prf can be preset data as a waveform representing a change in physical quantity according to the orbital displacement with respect to a time or distance corresponding to a predetermined range of the orbital 10. The data showing each of these waveforms is represented by, for example, a data string equally divided by time or distance. The traveling position specifying unit 40 obtains the degree of similarity between the waveform data representing the displacement data obtained when the railroad vehicle 20 actually travels on the track 10 and the waveform data indicating the reference profile data Prf. As described above, the degree of similarity between the two waveform data can be evaluated by, for example, a cross-correlation calculation. Cross-correlation calculation is a process that includes a process of accumulating the product of the corresponding parts of the two waveform data while shifting the two waveform data, and obtains an evaluation value indicating the degree of similarity between the two waveform data. is there. The value obtained by the cross-correlation calculation becomes larger as the two waveform data are similar. In the cross-correlation operation, the maximum value may be normalized so as to be 1.

In the next step S3, the traveling position specifying unit 40 determines whether or not the railway vehicle 20 has traveled within a predetermined range based on the obtained degree of similarity. When it is determined from the degree of similarity obtained in step S2 that the displacement data based on the output of the track displacement output unit 32 is similar to the reference profile data Prf, the railroad vehicle 20 is determined to correspond to the reference profile data Prf. It is judged that the vehicle has traveled within the range. Further, if it is determined that the displacement data based on the output of the track displacement output unit 32 is not similar to the reference profile data Prf, the railway vehicle 20 is not traveling in the predetermined range corresponding to the reference profile data Prf. to decide. For example, in step S2, when the degree of similarity is evaluated by a cross-correlation calculation, whether or not the railroad vehicle 20 has traveled in a predetermined range corresponding to the reference profile data Prf depending on the magnitude of the value of the calculation result. Can be judged. Judgment as to whether the displacement data is similar to the reference profile data Prf may be made by an absolute evaluation in view of the absolute criteria, or relative in view of the comparison with the plurality of reference profile data Prfs. It may be done by evaluation or by a combination of these.

The reference profile data Prf is set in a range showing characteristic data (for example, waveform data having a gradient of a predetermined value or more), and the characteristic data is shown in the displacement data based on the output of the orbital displacement output unit 32. When data similar to the reference profile data Prf is included, it may be determined that the railroad vehicle 20 has traveled in a predetermined range corresponding to the reference profile data Prf. The displacement data to be compared may be narrowed down to a certain range depending on the mileage, traveling time, etc. of the railway vehicle 20. Further, when the reference profile data Prf is set to a range showing characteristic data as described above, even if the displacement data to be compared is narrowed down to a range showing a tendency similar to the characteristic data. Good.

FIG. 3 is an explanatory diagram showing an example of specifying the traveling position of the railway vehicle 20 when the track is branched. In FIG. 3, the orbit 10 includes the original orbit 10R, the orbit 10A, the orbit 10B, and the orbit 10C. The original orbit 10R branches into a plurality of orbits when traveling from one to the other (from the left side to the right side in FIG. 3). More specifically, the original orbit 10R is branched into the orbit 10B by the first turnout 11 (1) and into the orbit 10C by the second turnout 11 (2). The original orbit 10R itself extends as it is and reaches the orbit 10A. Depending on the switching state of the first turnout 11 (1) and the second turnout 11 (2), the railroad vehicle 20 can selectively advance to any of the tracks 10A, 10B, and 10C.

In the example shown in FIG. 3, the orbitals 10A, 10B, and 10C serving as branch destinations extend in a parallel state, and the distance between them is relatively narrow. In the positioning technology using GPS, the error may be several meters or more, so it may be difficult to determine whether the vehicle is traveling on any of the tracks 10A, 10B, and 10C. From the positioning technology using GPS and the cumulative distance from the predetermined reference position based on the speed generator provided in the railway vehicle 20, the railway vehicle 20 has reached the branch range of the tracks 10A, 10B, and 10C. Is identifiable. In such a case, the traveling position specifying system 30 of the railway vehicle is effectively used.

When the traveling position identification system 30 of the railroad vehicle is applied at the branch point of the track 10, the reference profile data Prf (A), Prf (B), Prf (C) corresponding to the respective tracks 10A, 10B, and 10C to be the branch destinations are applied. ) Is stored in advance. The reference profile data Prf (A) is set in a range including the orbit 10A, and here, is set in a predetermined range including the original orbit 10R and the orbit 10A. The reference profile data Prf (B) is set in a predetermined range including the orbit 10B, and here, is set in a predetermined range including the original orbit 10R and the orbit 10B. The reference profile data Prf (C) is set in a range including the orbit 10C, and here, is set in a predetermined range including the original orbit 10R and the orbit 10C. The reference profile data Prf (A), Prf (B), and Prf (C) do not have to include the range of the original orbit 10R. For example, the reference profile data Prf (A) is set in a range mainly including the orbit 10A, the reference profile data Prf (B) is set in a predetermined range mainly including the orbit 10B, and the reference profile data Prf (C) is mainly set in the orbit 10C. It may be set in a range including.

Then, it is assumed that the railroad vehicle 20 has advanced from the original track 10R to any of the tracks 10A, 10B, and 10C. In this case, the traveling position specifying unit 40 obtains the degree of similarity between the displacement data based on the output of the track displacement output unit 32 and the reference profile data Prf (A), Prf (B), and Prf (C), and is most similar. This is determined as the traveling position of the railway vehicle 20, that is, the track.

In the example shown in FIG. 3, the railroad vehicle 20 is traveling from the original track 10R to the track 10B. In this case, the track displacement output unit 32 outputs a signal corresponding to the track displacement from the original track 10R to the track 10B. In this case, the traveling position specifying unit 40 determines the degree of similarity between the displacement data f according to the track displacement from the original track 10R to the track 10B and the reference profile data Prf (A), Prf (B), and Prf (C). Obtain and compare the magnitude of the evaluation value of each degree of similarity. The result shows that the displacement data f is most similar to the reference profile data Prf (B). Specifically, when the degree of similarity is evaluated by a cross-correlation calculation, a cross-correlation calculation is performed between the displacement data and the reference profile data Prf (A), and the maximum value thereof is adopted as the evaluation value. Similarly, a cross-correlation calculation is performed between the displacement data and the reference profile data Prf (B), and the maximum value thereof is adopted as the evaluation value. Further, a cross-correlation calculation is performed between the displacement data and the reference profile data Prf (C), and the maximum value thereof is adopted as the evaluation value. When the railroad vehicle 20 advances from the original track 10R to the track 10B, when these evaluation values are compared, the evaluation values of the displacement data and the reference profile data Prf (B) are the largest. As a result, it is determined that the railroad vehicle 20 has traveled in a predetermined range including the track 10B corresponding to the reference profile data Prf (B) based on each degree of similarity.

As described above, the reference profile data may be set in a range showing characteristic data (for example, waveform data having a gradient of a predetermined value or more). Therefore, for example, as the reference profile data corresponding to the orbit 10A, the data in the range U (a) showing a large change is set, and as the reference profile data corresponding to the orbit 10B, the data in the range U (b) showing a large change is set. The data may be set, and as the reference profile data corresponding to the orbit 10C, the data in the range U (c) in which a plurality of large changes are continuous may be set. As described above, when the traveling position identification system 30 of the railway vehicle is applied at the branch point of the track 10, the reference profile data corresponding to each track 10A, 10B, 10C to be the branch destination is set in the same range. However, it may be set in a different range.

Further, when determining the degree of similarity between the reference profile data and the displacement data based on the detected output of the track displacement output unit 32, the range of the displacement data is set based on the mileage of the railroad vehicle 20 as described above. It may be narrowed down, or the range of the displacement data may be narrowed down according to the traveling time of the railway vehicle 20 (for example, the scheduled time traveling at the branch point). Further, as described above, when the reference profile data is set in a range indicating characteristic data (for example, waveform data having a gradient of a predetermined value or more), the displacement data is similar to the characteristic data. It may be narrowed down to a range showing a tendency (for example, a range showing a gradient exceeding the above-mentioned predetermined value or a predetermined range before and after the gradient).

In the example shown in FIG. 4, one orbit 10 extends without branching in the middle. Consider specifying the position where the railroad vehicle 20 travels on the track 10. As described above, in the positioning technology using GPS, since the error may be several meters or more, there is a possibility that the traveling position of the railway vehicle 20 on the track 10 cannot be accurately specified.

When the traveling position specifying system 30 is applied to one track 10, the reference profile data Prf corresponding to a predetermined range of the track 10 (a range in which the position of the railroad vehicle 20 is desired to be specified) is stored in advance. In the railroad vehicle 20, a signal corresponding to the displacement of the track 10 is continuously output by the track displacement output unit 32. Therefore, the traveling position specifying unit 40 can continuously acquire the displacement data f based on the track displacement of the track 10. Therefore, in the traveling position specifying unit 40, the distance division or time division corresponding to the reference profile data Prf in the displacement data is shifted from a (1), a (2), a (3), .... Data f ( The degree of similarity between 1), f (2), f (3), f (4) ... And the reference profile data Prf is sequentially obtained. Then, in the traveling position specifying unit 40, the degree of similarity between the data f (1), f (2), f (3), f (4) ... And the reference profile data Prf is a condition that satisfies the sameness. (For example, when evaluation is performed by cross-correlation calculation, when the evaluation value indicating the degree of similarity exceeds a preset predetermined value, etc.), the railroad vehicle 20 corresponds to the data in the distance or time division (cross-correlation). When the evaluation is performed by calculation, it can be more accurately specified that the evaluation value has traveled in the predetermined range corresponding to the reference profile data Prf in the division according to the shift amount exceeding the preset predetermined value).

The comparison between the signal corresponding to the displacement of the track 10 and the reference profile data Prf by the track displacement output unit 32 may be continuously performed while the railroad vehicle 20 is traveling, or the mileage of the railroad vehicle 20 may be determined. Based on the indicated kilometer information or the latitude / longitude information based on GPS, the railway vehicle 20 may be performed in a range determined to have approached a predetermined range corresponding to the reference profile data Prf.

According to the traveling position specifying system, the traveling position specifying device, and the traveling position specifying method of the railway vehicle configured as described above, the displacement data based on the output of the track displacement output unit 32 and the track displacement in the predetermined range of the track 10 are supported. The traveling position of the railroad vehicle 20 can be more accurately specified based on the degree of similarity with the reference profile data.

In particular, by comparing the displacement data when the railway vehicle 20 actually travels with the reference profile data Prf according to the track displacement, the traveling position of the railway vehicle 20 can be further determined regardless of the speed of the railway vehicle 20 and the like. Can be identified accurately. For example, consider a case where it is simply attempted to compare the change data of the vertical or horizontal acceleration of a railroad vehicle with the corresponding reference profile data. In this case, the change data of the acceleration when the railroad vehicle travels in a predetermined range of the track is greatly influenced by the speed of the railroad vehicle. Therefore, the degree of similarity between the acceleration change data and the reference profile data may differ greatly depending on the speed of the railway vehicle. Therefore, whether or not the railway vehicle has traveled within a predetermined range based on the calculated degree of similarity. It can be difficult to determine.

On the other hand, the track displacement output unit 32 outputs a signal corresponding to the displacement of the track 10 when the railway vehicle 20 is traveling on the track 10. Therefore, the displacement data based on the output of the track displacement output unit is constant to some extent regardless of the speed of the railroad vehicle 20 as data indicating the displacement of the track 10. Thereby, the traveling position of the railway vehicle 20 can be more accurately specified regardless of the speed or the like of the railway vehicle 20.

Further, the traveling position of the railway vehicle 20 can be accurately specified by using the data obtained by measuring the track displacement when the railway vehicle travels on the track in the past as the reference profile data Prf. Such reference profile data Prf is obtained by some railroad vehicle measuring track 10. Therefore, the reference profile data Prf can be easily set as compared with the case where the condition for determining whether or not the railway vehicle 20 has traveled in the predetermined range of the track 10 is generated by inference, trial and error, or the like.

Further, the traveling position specifying unit 40 is based on the degree of similarity between the reference profile data Prf (A), Prf (B), Prf (C) corresponding to each of the plurality of tracks 10A, 10B, and 10C and the displacement data. The orbitals 10A, 10B, and 10C corresponding to the reference profile data Prf (A), Prf (B), and Prf (C) most similar to the displacement data are specified. This makes it possible to specify which of the tracks 10A, 10B, and 10C the railroad vehicle 20 has advanced to.

In particular, when a plurality of orbitals 10 (A), 10 (B), and 10 (C) are branched from the original orbital 10R, the plurality of orbitals 10 (A), 10 (B), and 10 (C) are branched from each other. There are cases where close locations are laid in parallel. In such a case, it is difficult to determine which of the plurality of tracks 10 (A), 10 (B), and 10 (C) the railway vehicle 20 is traveling on, depending on the distance of the railway vehicle 20 such as a kilometer or the like. It may be. Also, from the GPS error range, depending on the latitude and longitude calculated based on GPS, which of the plurality of tracks 10 (A), 10 (B), and 10 (C) the railroad vehicle 20 is traveling is. May be difficult to determine. Therefore, as described above, the railway vehicle 20 is based on the degree of similarity between the displacement data 149c based on the output of the track displacement output unit 32 and the reference profile data Prf (A), Prf (B), and Prf (C). It is possible to more reliably determine which of the plurality of tracks 10 (A), 10 (B), and 10 (C) on which is a branch destination is traveling.

{Second embodiment}
The traveling position specifying system, the traveling position specifying device, and the traveling position specifying method according to the second embodiment will be described. FIG. 5 is a block diagram showing a traveling position specifying system for a railway vehicle.

Since the railroad vehicle 20 in which this system is incorporated has the same configuration as that described in the first embodiment, the description thereof will be omitted.

The traveling position specifying system 130 of a railway vehicle includes a track displacement output unit 132 and a traveling position specifying unit 140.

Similar to the track displacement output unit 32, the track displacement output unit 132 is configured to be able to output a signal corresponding to the displacement of the track 10 when the railway vehicle 20 is traveling on the track 10.

In the present embodiment, the track displacement output unit 132 is configured to be capable of outputting the acceleration of the railroad vehicle 20 traveling on the track 10 according to the displacement of the track 10. Further, here, the track displacement output unit 132 is configured to be able to output a signal corresponding to the vertical displacement of the track 10.

As the track displacement output unit 132, a sensor that outputs an acceleration corresponding to the displacement of the wheel 26 that is vertically displaced according to the vertical displacement of the track 10 can be used.

More specifically, the bogie 24 is rotatably supported by the wheels 26 via the axle. The bogie frame 25 of the bogie 24 is provided with an axle box 27 that rotatably supports the axle, and the axle box 27 detects the vertical acceleration of the axle box 27 and outputs the detection signal. An acceleration sensor is provided. This acceleration sensor can be used as the track displacement output unit 132. As the acceleration sensor, those having various configurations such as a capacitance detection type sensor and a piezoresistive type sensor can be used.

The traveling position specifying unit 140 is a process of specifying whether or not the railway vehicle 20 is traveling in the predetermined range based on the degree of similarity between the displacement data based on the output of the track displacement output unit 132 and the reference profile data Prf. To execute.

The traveling position specifying unit 140 is composed of a computer 140A including a CPU (Central Processing Unit), a ROM (read only memory), a RAM (Random access memory), and the like, similarly to the traveling position specifying unit 40. The traveling position specifying unit 140 is also a traveling position specifying device. The computer 140A includes a storage unit 149 composed of a rewritable flash memory, a magnetic storage device, or the like, and a traveling position specifying program for causing the storage unit 149 to process the computer 140A as the traveling position specifying unit 140 is provided. It is stored. The CPU performs arithmetic processing according to the processing procedure described in the traveling position specifying program, so that the computer 140A executes the processing as the traveling position specifying unit 140. Similarly, the computer 140A also executes various processes as the following latitude / longitude calculation unit 142, speed calculation unit 143, and mileage calculation unit 144 by performing arithmetic processing according to the processing procedure described in the program. Each of these processes may be distributed and executed by a plurality of computers, hardware circuits, or the like. The computer 140A includes a clock generator 141, and each process is performed according to the clock frequency of the clock generator 141.

The storage unit 149 mounted on the railroad vehicle 20 stores map data 149a including route information of the track 10 on which the railroad vehicle 20 will travel. The map data 149a includes information for specifying a reference position (hereinafter, referred to as an initial kilometer) when the railway vehicle 20 travels on the track 10, and a range for specifying a more accurate position of the railway vehicle 20. The reference position is set at a position where the railway vehicle 20 stops on the track 10 (for example, a stop station or the like). For example, the range in which the more accurate position of the railroad vehicle 20 is to be specified is the range in which the track 10 branches.

Further, the reference profile data Prf is stored in the storage unit 149. In the present embodiment, in order to specify which track 10 the railroad vehicle 20 has traveled in the range where the track 10 branches, the reference profile data Prf corresponding to each branch destination track of the track 10 is stored. The reference profile data Prf corresponding to the trajectory of each branch destination may be data measured in the past. This point has been described with reference to FIG. 3 in the first embodiment.

During the following processing, the storage unit 149 stores the displacement data 149c, which is the data being processed by the traveling position specifying unit 140. An example of the displacement data 149c will be described later.

Further, the history map data 149d is stored in the storage unit 149 during and after the following processing. The history map data 149d includes information on the track 10 that the railroad vehicle 20 has passed.

In the present embodiment, since the processing of the traveling position specifying unit 140 is performed at the timing corresponding to the calculation result by the traveling distance calculation unit 144, the traveling distance calculation unit 144 will be described.

The mileage calculation unit 144 specifies the approximate position of the railroad vehicle 20 on the track 10 by calculating the mileage of the railroad vehicle 20 from the initial kilometer on the track 10.

The railroad vehicle 20 is equipped with a GPS receiving unit 151 and a front-rear acceleration sensor 152.

The GPS receiving unit 151 receives a signal from a GPS satellite and outputs the received signal to the latitude / longitude calculation unit 142. The latitude / longitude calculation unit 142 calculates the latitude / longitude of the railcar 20 based on the signals transmitted from a plurality of GPS satellites, and outputs the calculation result to the mileage calculation unit 144. Further, the calculation result of the latitude / longitude calculation unit 142 is given to the speed calculation unit 143. The speed calculation unit 143 calculates the speed of the railway vehicle 20 from the calculated changes in latitude and longitude over time, and outputs the calculation result to the mileage calculation unit 144.

The front-rear acceleration sensor 152 is mounted on the railroad vehicle 20 so as to be able to detect the acceleration of the railroad vehicle 20 in the front-rear direction (direction along the track 10) of the railroad vehicle 20. As the front-rear acceleration sensor 152, those having various configurations such as a capacitance detection type sensor and a piezoresistive type sensor can be used. The acceleration signal detected by the front-rear acceleration sensor 152 is output to the mileage calculation unit 144. The front-back acceleration sensor 152 may be omitted.

The mileage calculation unit 144 calculates the mileage of the railcar 20 from the initial kilometer based on the longitude / latitude information of the railcar 20 and the speed information based on the longitude / latitude information. Then, the displacement data 149c including the longitude / latitude information, the speed information based on the longitude / latitude information, and the mileage of the railcar 20 from the initial kilometer is stored and updated in the calculation cycle corresponding to the clock frequency of the clock generator 141.

The calculations of the latitude / longitude calculation unit 142, the speed calculation unit 143, and the mileage calculation unit 144 may be corrected based on the front-back acceleration from the front-back acceleration sensor 152.

The acceleration output from the orbital displacement output unit 132, which is an acceleration sensor, is sampled at a calculation cycle corresponding to the clock frequency of the clock generator 141, and is stored and updated as displacement data 149c. In the displacement data 149c, latitude / longitude information, velocity information based on the latitude / longitude information, the mileage of the railcar 20 from the initial kilometer, and acceleration information according to the track displacement are associated with each sampling timing.

The traveling position specifying unit 140 is mounted on the railway vehicle 20. The traveling position specifying unit 140 includes a similarity degree calculation unit 145, a traveling track determination unit 146, a displacement data conversion unit 147, and a vertical displacement calculation unit 148.

The vertical displacement calculation unit 148 converts the acceleration information in the displacement data 149c, that is, the acceleration output from the track displacement output unit 132, which is an acceleration sensor, into the vertical displacement of the railway vehicle 20 based on the vertical displacement of the track 10. Calculate. For example, the vertical displacement calculation unit 148 calculates the vertical displacement of the railway vehicle 20 by integrating the vertical acceleration waveform data of the railway vehicle 20 based on the displacement of the track 10 twice. As a result of the calculation by the vertical displacement calculation unit 148, the displacement data 149c is converted as waveform data including information representing the vertical displacement amount based on the acceleration output from the trajectory displacement output unit 132, which is an acceleration sensor.

The displacement data conversion unit 147 converts the displacement data 149c as the displacement data of the track 10 with respect to the mileage on the track 10 based on the output of the mileage calculation unit 144. That is, in the displacement data 149c, first, the acceleration output from the orbital displacement output unit 132 is sampled in the calculation cycle corresponding to the clock frequency of the clock generator 141, and this acceleration represents the vertical displacement by the vertical displacement calculation unit 148. It has been converted as data. Since the mileage calculated by the mileage calculation unit 144 is associated with each sampling timing, the displacement data conversion unit 147 displaces the displacement data 149c including the displacement information of the track 10 with respect to the mileage. Convert to data 149c. That is, the displacement signal waveform data f (t) (t is the sampling time) representing the displacement with respect to time is converted into the signal waveform data f (d) (d is the mileage of the railroad vehicle 20) representing the displacement with respect to the mileage. If necessary, the displacement with respect to the mileage during the sampling period may be interpolated by a well-known method such as linear interpolation, polynomial interpolation , or spline interpolation.

The similarity calculation unit 145 obtains the similarity between the displacement data 149c and the reference profile data Prf. Here, the similarity degree calculation unit 145 calculates the degree of similarity between the displacement data 149c and the reference profile data Prf within the candidate range in which the position of the railroad vehicle 20 is specified by using GPS. Here, the similarity calculation unit 145 is located in a candidate range in which the railroad vehicle 20 wants to specify the position of the track 10, that is, a candidate range in which the track 10 branches, based on the mileage calculated by the mileage calculation unit 144. Judge whether or not. When it is determined that the railroad vehicle 20 is located in the candidate range, the similarity calculation unit 145 corresponds to the displacement data 149c in the distance range in which the railroad car 20 is traveling within the candidate range and the track 10 of each branch destination. The degree of similarity with the reference profile data Prf is calculated.

Since the mileage calculation unit 144 calculates the mileage of the railroad vehicle 20 based on the GPS signal, there is a possibility that some error may exist. Therefore, the candidate range of the railroad vehicle 20 to be evaluated for the degree of similarity is set to be larger than the distance range of the reference profile data Prf, and the smaller reference profile data Prf is set to the candidate range of the larger railcar 20. The data may be sequentially shifted, the degree of similarity for each shift amount is calculated, and the degree of similarity with the highest degree of similarity may be adopted as the degree of similarity to the reference profile data Prf. In the evaluation process using the cross-correlation calculation described later, the range D of the signal waveform data f (d) of the railroad vehicle 20 is made larger than the distance range of the reference profile data Prf (A) and the like, and the reference profile data Prf is used. (A) and the like are sequentially shifted with respect to the range D of the signal waveform data f (d), the degree of similarity for each shift amount is calculated, and the maximum value is the similarity of the reference profile data Prf (A) and the like. This is an example of processing to be a degree. Contrary to the above, the candidate range of the railroad vehicle 20 to be evaluated for the degree of similarity is set to be smaller than the distance range of the reference profile data Prf, and the data of the candidate range of the smaller railcar 20 is obtained. The larger reference profile data Prf may be sequentially shifted, the degree of similarity for each shift amount may be calculated, and the degree of similarity with the highest degree of similarity may be adopted as the degree of similarity to the reference profile data Prf. ..

The evaluation of the degree of similarity between the displacement data 149c of the railroad vehicle 20 and the reference profile data Prf in the candidate range can be evaluated by, for example, a cross-correlation calculation as described in the first embodiment. That is, the displacement waveform data of the railroad vehicle 20 represented by the displacement data 149c is f (d), and the displacement waveform data of the reference profile data Prf is Prf (d). Assuming that each data is represented by a discretized data string, the evaluation value R (m) indicating the degree of similarity can be calculated by the following equation (number (1)). However, N indicates the number of data, and m indicates the delay distance (shift amount).

Then, a cross-correlation calculation is performed on the orbits 10 of each branch destination, and the maximum evaluation value R (m) is set as the evaluation value R for the orbits of each branch destination.

The traveling track determination unit 146 determines the traveling track based on the evaluation value R calculated by the similarity calculation unit 145. For example, the track 10 at the branch destination that has the highest evaluation value R is determined as the position of the track 10 that the railway vehicle 20 has passed. The determination result by the traveling track determination unit 146 is stored in the storage unit 149 as history map data 149d including information indicating the position where the railway vehicle 20 has existed in the past, that is, the track 10 that has passed.

FIG. 6 is a flowchart showing the overall processing of the traveling position specifying system. The overall processing of the traveling position specifying system will be described with reference to FIGS. 7 to 9.

In step S11, the mileage calculation unit 144 determines whether or not GPS (latitude / longitude) is received. If it is determined that there is reception, the process proceeds to step S12.

In step S12, the mileage calculation unit 144 determines whether or not the corresponding point is within the ± specified range of the map. That is, in the map data 149a, the latitude and longitude of the reference position (about the initial kilometer) which is the base point when calculating the mileage is registered. The reference position is information indicating the latitude and longitude of the stop position of the railway vehicle 20. There may be one reference position or a plurality of reference positions. In the mileage calculation unit 144, any reference position is within the range distance (m) defined by ± from the latitude / longitude (that is, the position of the railroad vehicle 20) calculated by the latitude / longitude calculation unit 142. Determine if it exists. If it is determined that there is a corresponding point, the process proceeds to step S13, and if it is determined that there is no corresponding point, the process proceeds to step S26. A communication device capable of communicating with a transponder provided at a predetermined position on the track 10 may be incorporated in the railway vehicle, and the position where the communication device communicates with the transponder may be set as a reference position (about an initial kilometer).

In step S13, the mileage calculation unit 144 sets the initial kilometer to a value (Ks) corresponding to the reference position determined to correspond in step S12. The kilometer is represented by the distance from the starting point in the orbit 10. Further, since the railway vehicle 20 is located at the reference position, the route including the reference position is determined as the route type on which the railway vehicle 20 travels, and the history map data 149d is registered and updated according to the determined content. To. After that, the process proceeds to step S14.

If it is determined in step S12 that there is no corresponding point, the process proceeds to step S26. In step S26, the mileage calculation unit 144 temporarily sets the initial kilometer to the initial kilometer (Ks) preset in the program, and further temporarily sets the route type to the route type preset in the program. Alternatively, if the initial kilometers and route type have already been set, the current values will be maintained. After that, the process proceeds to step S14.

In steps S14 to S16, the mileage calculation unit 144 determines whether or not the railroad vehicle 20 has departed.

First, in step S14, it is determined whether or not there is an interrupt of the calculation cycle signal, that is, ΔT seconds, according to the clock frequency of the clock generator 141. If it is determined that there is an interrupt, the process proceeds to step S15.

In step S15, it is determined whether or not the front-back acceleration ΔGL exceeds a preset predetermined value based on the signal output from the front-back acceleration sensor 152. If YES, the process proceeds to step S16, and if NO, the process returns to step S14. If the front-rear acceleration ΔGL is the same as the specified value, either YES or NO may be proceeded.

In step S16, it is determined whether or not the speed Vg of the railway vehicle 20 calculated by the speed calculation unit 143 exceeds 0 km / h. If YES, the process proceeds to step S17, and if NO, the process returns to step S14.

In step S17, the mileage calculation unit 144 calculates Ks + Vg × ΔT as the current position (represented by the distance from the initial kilometer).

In the next step S18, the vertical displacement calculation unit 148 calculates the vertical displacement from the vertical acceleration in the displacement data 149c. Here, an example of the displacement data 149c is shown in FIG. In the displacement data 149c, at each sampling timing from the timing when the initial kilometer is set, the GPS position (latitude, longitude) based on the calculation result of the latitude / longitude calculation unit 142, and the velocity / trajectory based on the calculation result of the speed calculation unit 143. Includes information associated with vertical acceleration based on the output of the displacement output unit 132. Further, information on the current position (about kilometers) calculated in step S17 is also associated with each sampling timing. The vertical displacement calculation unit 148 calculates the vertical displacement based on the vertical acceleration in the displacement data 149c, associates this with the sampling data, and updates the contents of the displacement data 149c.

In the next step S19, the similarity calculation unit 145 determines whether or not the railway vehicle 20 is traveling within the candidate range. Whether or not the railroad vehicle 20 is traveling within the candidate range is determined by, for example, specifying the position of the railroad vehicle 20 using GPS and determining whether or not the position is within a predetermined range of the track 10. Can be done. For example, when it is desired to determine which branch destination track 10 the railroad vehicle 20 travels on, the kilometer of the branching point based on the initial kilometer is set in advance, and the predetermined distance range from that kilometer is the candidate range. Is set as. Then, when the kilometer of the railroad vehicle 20 is equal to or more than or beyond the kilometer of the branch point and is located within a predetermined distance range from the branch point, it can be determined that the railroad vehicle 20 is located within the predetermined candidate range. .. In step S19, if it is determined that the railroad vehicle 20 exists within the candidate range, the process proceeds to step S20, and if it is determined that the railway vehicle 20 does not exist, the process proceeds to step S23.

Whether or not the railroad vehicle 20 is traveling within the candidate range can be determined by other processing. For example, when the latitude / longitude by GPS exists within a predetermined distance range with respect to the latitude / longitude of the position where the traveling position is desired to be determined, it can be determined that the railway vehicle 20 is traveling within the candidate range.

In step S20, the displacement data conversion unit 147 converts the displacement data 149c including the vertical displacement and the output result of the mileage calculation unit 144 as the displacement data of the track 10 with respect to the mileage on the track 10.

For example, as shown in FIG. 8, it is assumed that the railroad vehicle 20 selectively advances from the original track 10R to any of the tracks 10A, 10B, and 10C. Since the vertical displacement is sampled according to the sampling period, if the speed of the railroad vehicle 20 is different, the waveform of the vertical displacement with respect to the time axis will be different. For example, in the case of velocity Va, the waveform data fa (t) of vertical displacement with respect to the time axis is denser than the waveform data fb (t) of vertical displacement with respect to the time axis in the case of velocity Vb (however, Va> Vb). become. Further, when the velocity changes in the middle, the waveform of the vertical displacement with respect to the time axis gradually becomes sparse or dense. Then, it may be difficult to properly evaluate the degree of similarity with the reference profile data Prf. Therefore, as described above, the displacement data 149c including the vertical displacement and the output result of the mileage calculation unit 144 is converted as the displacement data of the track 10 with respect to the mileage on the track 10. That is, the waveform data fa (t) and fb (t) with respect to time are converted into the waveform data f (d) with respect to the distance. The displacement data 149c is converted as displacement data of the track 10 with respect to the mileage on the track 10 not only when the railway vehicle 20 travels at a constant speed but also when the speed changes in the middle or stops in the middle. To. Based on the converted displacement data, the signal waveform data f (d) converted as the displacement data of the track 10 with respect to the predetermined range D in the track 10 is the distance from the predetermined position regardless of the speed of the railroad vehicle 20. It is expressed as the corresponding displacement data. Therefore, the degree of similarity with the reference profile data Prf can be appropriately evaluated regardless of the speed. Similarly, the reference profile data Prf is also set as displacement data according to the distance.

In the next step S21, the similarity calculation unit 145 obtains the similarity between the displacement data 149c and the reference profile data Prf. Here, as shown in FIG. 9, reference profile data Prf (A), Prf (B), and Prf (C) corresponding to the orbits 10A, 10B, and 10C branching from the original orbit 10R are set. Here, the similarity calculation unit 145 describes the vertical displacement data (signal waveform data f (d)) with respect to the distance and the reference profile data Prf (A), Prf (B), and Prf (C) in the predetermined range r, respectively. Perform cross-correlation calculation. For example, the range D of the vertical displacement data (signal waveform data f (d)) with respect to the distance is shifted by d (1), d (2), d (3), ... 1) Corresponds to the delay distance m), and the cross-correlation calculation with the reference profile data Prf (A), Prf (B), and Prf (C) is performed. The predetermined range r = d (1) = d (2) = d (3) ... Then, the maximum value of the cross-correlation calculation of the reference profile data Prf (A), Prf (B), and Prf (C) is evaluated corresponding to the reference profile data Prf (A), Prf (B), and Prf (C). The values are R (A), R (B), and R (C).

In the next step S22, the route type is determined based on the evaluation values R (A), R (B), and R (C) corresponding to the reference profile data Prf (A), Prf (B), and Prf (C). Here, the orbital 10 (A) corresponding to the reference profile data Prf (A), Prf (B), Prf (C), which is the largest of the evaluation values R (A), R (B), and R (C). 10 (B) or 10 (C) is specified as the route type on which the railway vehicle 20 travels. As a result of this identification, information including the route type of the track 10 actually traveled by the railway vehicle 20 is stored and updated in the storage unit 149 as the history map data 149d.

In the subsequent steps S23 to S25, it is determined whether or not the railroad vehicle 20 has stopped.

First, in step S23, it is determined whether or not there is an interrupt for ΔT seconds. If it is determined that there is no interrupt, the process returns to step S17, and if it is determined that there is an interrupt, the process proceeds to step S24.

In step S24, it is determined whether or not the front-back acceleration ΔGL exceeds a preset predetermined value based on the signal output from the front-back acceleration sensor 152. If it is determined NO, and the process returns to step S17, it is determined YES, and the flow proceeds to step S2 5. If the front-rear acceleration ΔGL is the same as the specified value, either YES or NO may be proceeded.

In step S2 5, the speed Vg of the railway vehicle 20 calculated by the speed calculating unit 143 whether it is a 0 km / h is determined. If NO is determined, the process returns to step S17, and if YES, the process returns to step S12.

According to the traveling position specifying system 130, the traveling position specifying device, and the traveling position specifying method of the railway vehicle configured as described above, the railway vehicle 20 travels on the track 10 as described in the first embodiment. based on the degree of similarity and displacement data 149c based on the output of the track displacement output portion 1 32 that outputs a signal corresponding to the displacement of the track 10, the reference profile data Prf in response to the track displacement in a predetermined range of the track 10 when in Since it is determined whether or not the railroad vehicle 20 has traveled within a predetermined range of the track 10, the traveling position of the railroad vehicle 20 can be specified more accurately.

Further, by using the data measured in the past as the reference profile data Prf, the traveling position can be specified more accurately. Moreover, the setting itself of the reference profile data Prf is also relatively easy.

Further, the traveling position specifying unit 140 is based on the degree of similarity between the reference profile data Prf (A), Prf (B), Prf (C) corresponding to each of the plurality of tracks 10A, 10B, and 10C and the displacement data. The orbitals 10A, 10B, and 10C corresponding to the reference profile data Prf (A), Prf (B), and Prf (C) most similar to the displacement data are specified. This makes it possible to specify which of the tracks 10A, 10B, and 10C the railroad vehicle 20 has advanced to.

In the present embodiment, the track displacement output portion 1 32 includes an acceleration sensor for outputting an acceleration corresponding to the displacement of the track 10, the running railway vehicle 20. The vertical displacement calculation unit 148 calculates a value indicating the displacement of the railway vehicle 20 from the acceleration value output from the acceleration sensor 152, and stores and updates the displacement data 149c. Then, the traveling position specifying unit 140 obtains the degree of similarity between the displacement data 149c including the displacement information based on the acceleration and the reference profile data Prf. Therefore, the displacement data 149c of the orbit 10 can be easily obtained based on the acceleration sensor 152.

Also, the track displacement output portion 1 32, for outputting a signal corresponding to the vertical displacement of the track 10, is hardly added is influenced by the left and right shaking of the railway vehicle 20 to obtain the displacement data 149c of relatively precise orbits 10 be able to.

Further, the traveling position specifying unit 140 uses the displacement data 149c as the displacement data 149c of the track 10 with respect to the traveling distance on the track 10 based on the output of the traveling distance calculation unit 144 that calculates the traveling distance of the railroad vehicle 20, as reference profile data. The degree of similarity with Prf is obtained. Therefore, the degree of similarity can be evaluated by eliminating the influence of the speed of the railway vehicle 20 as much as possible.

However, data indicating the displacement of the orbit with respect to time may be used as the reference profile data Prf, and the degree of similarity between the displacement data 149c of the orbital 10 with respect to time and the reference profile data Prf may be obtained.

Further, since the mileage calculation unit 144 calculates the mileage of the railcar 20 based on the latitude and longitude obtained by using GPS, the mileage of the railcar 20 can be easily calculated by using GPS. You can ask. As a result, when incorporating the traveling position identification system 130 of the railway vehicle into the railway vehicle 20, it is not necessary to connect the system to a speed generator or the like provided in the railway vehicle 20, so that the traveling position identification of the railway vehicle can be specified. The system 130 can be easily incorporated into the railcar 20.

Further, in the candidate range in which the position of the railway vehicle 20 is specified by using GPS, the traveling position specifying unit 140 evaluates the degree of similarity between the displacement data 149c and the reference profile data Prf, so that the comparison range is set to the track 10. It can be narrowed down to before and after the branch point of.

In the present embodiment, the mileage calculation unit 144 calculates the mileage of the railcar 20 based on the latitude and longitude obtained by using GPS, but it is not always necessary. For example, the mileage calculation unit 144 calculates the mileage of the railcar 20 based on the speed signal from the speed generator provided in the railcar 20 or based on the acceleration signal from the front-rear acceleration sensor 152. You may.

Further, by obtaining the degree of similarity by the correlation calculation, the degree of similarity can be appropriately evaluated.

Further, by storing the track 10 determined by the traveling track determination unit 146 as the position or route type of the track 10 traveled by the railway vehicle 20 in the history map data 149d, the actual traveling track of the railway vehicle 20 is more accurate. You can keep the history as.

Also, the railway vehicle 20, since the track displacement output portion 1 32 and the traveling position specifying part 140 is mounted at its railcar 20, it is possible to specify the driving position.

{Modification example}
Various modifications will be described on the premise of each of the above embodiments.

FIG. 10 is a diagram showing a track displacement output unit 232 according to a modified example. The track displacement output unit 232 includes an image pickup camera 234, an image processing unit 235, and a rail width calculation unit 236. The image pickup camera 234 is provided so as to be able to take an image of each of the two rails 12 with respect to the railway vehicle 20. Here, two imaging cameras 234 are fixed to the railroad vehicle 20. Each image pickup camera 234 is fixed at a position above the rail 12 in a downward posture capable of photographing the rail 12. The image signal captured by each image pickup camera 234 is given to the image processing unit 235. The image processing unit 235 executes filtering processing, binarization processing, edge extraction, and the like, and executes processing for extracting the boundary (particularly, the inner edge or the outer edge) of the rail 12 in the captured image. The processing data by the image processing unit 235 is given to the rail width calculation unit 236, and two rail widths are calculated based on the processing data. While the railway vehicle 20 is traveling, the rail width calculated sequentially is output as the displacement of the track 10.

In this example, when the railroad vehicle 20 is traveling on the track 10, a signal corresponding to the rail width is output as a signal corresponding to the displacement of the track 10.

FIG. 11 is a block diagram showing a traveling position specifying system 330 of a railway vehicle according to a modified example. In this modification, assuming the second embodiment, the railway vehicle 20, the track displacement output portion 1 32 is mounted. Further, the railroad vehicle 20 is equipped with a GPS receiving unit 151 and a latitude / longitude calculation unit 142 in order to specify the traveling position of the railroad vehicle 20. The traveling position of the railway vehicle 20 may be calculated based on the output from the speed generator or the like. In this example, the front-rear acceleration sensor 152 is omitted.

In operation period corresponding to the generated clock frequency in the clock generator 141, the output from the track displacement output portion 1 32 is sampled. This sampling result is stored in the storage unit 349 as displacement data 349c in association with the sampling timing, the latitude / longitude information from the latitude / longitude calculation unit 142, and the like.

The railway vehicle 20 is provided with a communication device 350 capable of communicating via the communication network 380.

On the other hand, the management base 400 is provided at a place different from the railroad vehicle 20.

The management base 400 is provided with a management server device 410. The management server device 410 is composed of a computer including a CPU, a ROM, a RAM, and the like. The management server device 410 includes a storage unit 411 composed of a rewritable flash memory, a magnetic storage device, or the like, and causes the storage unit 411 to process the management server device 410 as a traveling position specifying unit 440. The running position identification program is stored. The CPU performs arithmetic processing according to the processing procedure described in the traveling position specifying program, so that the management server device 410 executes the processing as the traveling position specifying unit 440.

The storage unit 411 stores the reference profile data Prf and the map data 149a as described in the second embodiment. Further, during the following processing, the storage unit 411 stores the displacement data 146c, which is the data being processed by the traveling position specifying unit 440. Further, the history map data 149d is stored in the storage unit 411 during and after the following processing. The history map data 149d includes information on the track 10 that the railroad vehicle 20 has passed.

Management server apparatus 410 comprises, as described in the second embodiment, the speed calculating part 14 3, the travel distance calculator 144. Further, as described in the second embodiment, the management server device 410 specifies a traveling position including a similarity calculation unit 145, a traveling track determination unit 146, a displacement data conversion unit 147, and a vertical displacement calculation unit 148. It comprises a section 4 40.

The management server device 410 is provided with a communication device 450 capable of communicating via the communication network 380.

Management and track displacement output unit 1 32 provided in the running position specifying unit 440 of the server apparatus 410 and the railway vehicle 20, the communication device 350, 450 are communicably connected through the communication network 380. The communication network 380 may be a wired type, a wireless type, or a composite system thereof. Further, 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 unit 349 of the railroad vehicle 20 is transmitted to the management server device 410 via the communication network 380 and stored in the storage unit 411. Data transmission from the railroad vehicle 20 to the management server device 410 may be performed in real time each time the data is acquired, or may be performed each time the railroad vehicle 20 stops at a station or the like.

Based on the displacement data 349c, the management server device 410 performs the same processing as described in the second embodiment, determines the traveling position of the railway vehicle 20, the route type, and the like, and determines the determination result of the railway. It is stored as the history map data 149d in which the vehicle 20 actually traveled.

That is, the present example is in the running position identification system 130 of a railway vehicle in the second embodiment, the track displacement output portion 1 32 is mounted on the railway vehicle 20, the running position specifying section 440 corresponding to the traveling position specifying unit 40 is managed It is an aspect provided in the server device 410 and connected so as to be communicable via a communication network. The speed calculation unit 143, the mileage calculation unit 144, the vertical displacement calculation unit 148, the displacement data conversion unit 147, and the like may be mounted on any of the railroad vehicle 20 and the management server device 410. If the speed calculation unit 143, the mileage calculation unit 144, the vertical displacement calculation unit 148, the displacement data conversion unit 147, etc. are mounted on the management server device 410 side, the processing in the railroad vehicle 20 is made as light as possible and managed. The amount of data transmitted to the server device 410 can be reduced.

The management server device 410 is communicatively connected to the plurality of railroad vehicles 20, and can also manage the actual traveling history of the plurality of railroad vehicles 20.

According to this example, for the railway vehicle 20, device comprising at least track displacement output portion 1 32, wherein the track displacement output portion 1 32, the latitude and longitude calculating unit 142, GPS receiver 151 includes a communication device 350 All you have to do is install the device. Therefore, there is an advantage that the device configuration incorporated in the railway vehicle 20 can be simplified as compared with the case shown in the second embodiment.

Further, since the traveling history of the plurality of railway vehicles 20 can be comprehensively managed by the management server device 410, it is suitable for the state management of the track 10.

It should be noted that the configurations described in the above embodiments and the modifications can be appropriately combined as long as they do not conflict with each other.

For example, one or more of each configuration of the mileage calculation unit 144, the displacement data conversion unit 147, the vertical displacement calculation unit 148, etc. described in the second embodiment is the traveling of the railway vehicle described in the first embodiment. It can be incorporated into the position identification system 30. For example, the mileage calculation unit 144 described in the second embodiment is incorporated into the traveling position specifying system 30 of the railway vehicle described in the first embodiment, and the displacement data conversion unit 147 is incorporated in the traveling position specifying system 30 of the railway vehicle. The vertical displacement calculation unit 148 may be incorporated into the traveling position specifying system 30 of the railroad vehicle.

Further, in the traveling position specifying system 30 described in the first embodiment, the track displacement output unit 32 is incorporated in the railway vehicle 20 and the traveling position specifying unit 40 is provided in the base station as in the modified example shown in FIG. May be configured to be communicable.

As described above, the present specification includes the inventions according to the following aspects.

The traveling position identification system for a railroad vehicle according to the first aspect has a track displacement output unit that outputs a signal corresponding to the displacement of the track and an output of the track displacement output unit when the railroad vehicle is traveling on the track. It is provided with a traveling position specifying unit for determining whether or not the railroad vehicle has traveled in the predetermined range based on the degree of similarity between the displacement data based on the displacement data and the reference profile data according to the track displacement in the predetermined range of the track. ..

As a result, the traveling position of the railway vehicle can be more accurately specified based on the degree of similarity between the displacement data based on the output of the track displacement output unit and the reference profile data according to the track displacement in a predetermined range of the track.

The second aspect is the traveling position specifying system of the railway vehicle according to the first aspect, and the reference profile data is the data measured in the past.

As a result, a more accurate traveling position can be specified based on the data measured in the past. In addition, it is not necessary to examine the threshold value and the like, and the reference profile data can be easily set.

The third aspect is the traveling position specifying system of the railroad vehicle according to the first or second aspect, and the traveling position specifying unit comprises reference profile data and displacement data corresponding to each of a plurality of tracks. Based on the degree of similarity, the trajectory corresponding to the plurality of reference profile data most similar to the displacement data is specified.

Thereby, any one of a plurality of orbits can be specified when the orbits are branched.

The fourth aspect is the traveling position specifying system of the railway vehicle according to any one of the first to third aspects, and the track displacement output unit is the traveling vehicle according to the displacement of the track. The traveling position specifying unit includes an acceleration sensor that outputs the acceleration of the above, and obtains the degree of similarity with the reference profile data by using the displacement data as displacement data based on the acceleration output from the acceleration sensor.

As a result, the displacement data of the orbit can be easily obtained.

A fifth aspect is a traveling position specifying system for a railway vehicle according to any one of the first to fourth aspects, wherein the track displacement output unit outputs a signal corresponding to the vertical displacement of the track. Is.

As a result, accurate orbital displacement data can be obtained.

A sixth aspect is a traveling position specifying system for a railroad vehicle according to any one of the first to fifth aspects, further including a mileage calculation unit for calculating the mileage of the railroad vehicle, and the traveling position. Based on the output of the mileage calculation unit, the specific unit obtains the degree of similarity with the reference profile data by using the displacement data as the displacement data of the track with respect to the mileage in the track.

As a result, the degree of similarity can be evaluated by eliminating the influence of the speed of the railway vehicle as much as possible.

The seventh aspect is the traveling position specifying system of the railway vehicle according to the sixth aspect, and the mileage calculation unit calculates the traveling distance of the railway vehicle based on the latitude and longitude obtained by using GPS. It is a calculation.

As a result, the mileage can be easily obtained by using GPS.

The eighth aspect is the traveling position specifying system of the railroad vehicle according to any one of the first to seventh aspects, and within the candidate range in which the position of the railroad vehicle is specified by using GPS, the above-mentioned The traveling position specifying unit evaluates the degree of similarity between the displacement data and the reference profile data according to the track displacement in a predetermined range in the track.

As a result, the range for evaluating the degree of similarity can be narrowed down.

A ninth aspect is a traveling position specifying system for a railway vehicle according to any one of the first to sixth aspects, and the traveling position specifying unit obtains a degree of similarity based on a correlation calculation.

As a result, the degree of similarity can be appropriately obtained by the correlation calculation.

A tenth aspect is a traveling position specifying system for a railway vehicle according to any one of the first to ninth aspects, and stores the identification result by the traveling position specifying unit as an actual traveling track of the railway vehicle. It further includes a storage unit.

This makes it possible to memorize a more accurate actual running track of the railway vehicle.

The eleventh aspect is the traveling position specifying system of the railway vehicle according to any one of the first to tenth aspects, in which the track displacement output unit and the traveling position specifying unit are mounted on the railway vehicle. It is something that is.

Thereby, the traveling position can be specified in the railroad vehicle.

A twelfth aspect is a traveling position specifying system for a railway vehicle according to any one of the first to tenth aspects, wherein the track displacement output unit is mounted on the railway vehicle and the traveling position specifying unit manages the system. It is provided in the base, and the track displacement output unit and the traveling position specifying unit are connected to each other so as to be able to communicate with each other via a communication network.

This makes it possible to simplify the configuration of the part of this system that is built into the vehicle. In addition, the traveling position can be managed at the management base.

The traveling position specifying device according to the thirteenth aspect has a track displacement signal input unit for inputting a signal based on the displacement of the track when the railway vehicle is traveling on the track, and an input to the track displacement signal input unit. Based on the degree of similarity between the displacement data based on the above and the reference profile data according to the displacement in the predetermined range of the track, the traveling position specifying unit for determining whether or not the railway vehicle has traveled in the predetermined range is provided. Be prepared.

As a result, the traveling position of the railroad vehicle can be more accurately specified based on the degree of similarity between the displacement data based on the input to the track displacement signal input unit and the reference profile data according to the track displacement in a predetermined range of the track. ..

The method of specifying the traveling position of the railroad vehicle according to the fourteenth aspect includes (a) a step of outputting a signal corresponding to the displacement of the track when the railroad vehicle is traveling on the track, and (b) the displacement of the track. The step of obtaining the degree of similarity between the displacement data based on the output according to the above and the reference profile data according to the track displacement in the predetermined range of the track, and (c) the railway vehicle is said to have the predetermined degree based on the obtained degree of similarity. It includes a step of determining whether or not the vehicle has traveled within the range.

As a result, the traveling position of the railway vehicle can be more accurately specified based on the degree of similarity between the displacement data based on the output of the track displacement output unit and the reference profile data according to the track displacement in a predetermined range of the track.

The fifteenth aspect is the method for specifying the traveling position of the railway vehicle according to the fourteenth aspect, and the reference profile data is the data measured in the past.

As a result, a more accurate traveling position can be specified based on the data measured in the past. In addition, it is not necessary to examine the threshold value and the like, and the reference profile data can be easily set.

The sixteenth aspect is the method for specifying the traveling position of the railway vehicle according to the fourteenth or fifteenth aspect, and in the step (b), the displacement data and the reference profile data corresponding to each of the plurality of tracks are used. In step (c), the degree of similarity of the plurality of reference profile data is most similar to the displacement data among the plurality of reference profile data based on the degree of similarity obtained corresponding to the plurality of reference profile data. Identify the trajectory corresponding to.

Thereby, any one of a plurality of orbits can be specified when the orbits are branched.

A seventeenth aspect is a method for specifying a traveling position of a railway vehicle according to any one of the fourteenth to sixteenth aspects, and in the step (a), the traveling vehicle is driven according to the displacement of the track. The acceleration of is output, and in the step (b), the degree of similarity with the reference profile data is obtained by using the displacement data as the displacement data based on the acceleration.

As a result, the displacement data of the orbit can be easily obtained.

The eighteenth aspect is the traveling position specifying method according to any one of the fourteenth to seventeenth aspects, and in the step (a), a signal corresponding to the vertical displacement of the track is output. ..

As a result, accurate orbital displacement data can be obtained.

A nineteenth aspect is a method for specifying a traveling position of a railroad vehicle according to any one of the fourteenth to eighteenth aspects, further comprising (d) a step of calculating the mileage of the railroad vehicle, said step ( In b), the degree of similarity with the reference profile data is obtained by using the displacement data as the displacement data of the track with respect to the mileage on the track based on the calculated mileage of the railroad vehicle.

As a result, the degree of similarity can be evaluated by eliminating the influence of the speed of the railway vehicle as much as possible.

The twentieth aspect is the method for specifying the traveling position of the railway vehicle according to the nineteenth aspect, and in the step (d), the traveling distance of the railway vehicle is determined based on the latitude and longitude obtained by using GPS. It is a calculation.

As a result, the mileage can be easily obtained by using GPS.

Although the present invention has been described in detail as described above, the above description is an example in all aspects, and the present invention is not limited thereto. It is understood that innumerable variations not illustrated can be assumed without departing from the scope of the present invention.

10, 10A, 10B, 10C Track 10R Original track 12 Rail 20 Railroad vehicle 30, 130, 330 Travel position identification system 32, 132, 232 Track displacement output unit 40, 140, 440 Travel position identification unit 41 Storage unit 142 Latitude and longitude calculation Unit 143 Speed calculation unit 144 Travel distance calculation unit 145 Similarity calculation unit 146 Travel trajectory determination unit 146c Displacement data 147 Displacement data conversion unit 148 Vertical displacement calculation unit 149 Storage unit 149a Map data 149c Displacement data 149d History map data 151 GPS receiver 350 Communication device 380 Communication network 400 Management base 410 Management server device 411 Storage unit 450 Communication device Prf Reference profile data

Claims (18)

A track displacement output unit that outputs a signal according to the displacement of the track when the railroad vehicle is traveling on the track, and a track displacement output unit.
The displacement data of the track with respect to the mileage in the track based on the output of the track displacement output unit and the reference profile data according to the track displacement in a predetermined range of the track can specify one running position in the track. A traveling position specifying unit that determines whether or not the railway vehicle has traveled within the predetermined range based on the degree of similarity with the data.
A system for identifying the traveling position of a railway vehicle equipped with. The traveling position identification system for a railway vehicle according to claim 1.
The reference profile data is data measured in the past, which is a traveling position identification system for railway vehicles. The traveling position identification system for a railway vehicle according to claim 1 or 2.
The traveling position specifying unit corresponds to the plurality of reference profile data most similar to the displacement data based on the degree of similarity between the reference profile data corresponding to each of the plurality of tracks and the displacement data. A system for identifying the running position of a railroad vehicle that identifies the track to be tracked. The traveling position identification system for a railway vehicle according to any one of claims 1 to 3.
The track displacement output unit includes an acceleration sensor that outputs the acceleration of the traveling railroad vehicle according to the displacement of the track.
The traveling position specifying unit is a traveling position specifying system for a railroad vehicle, which obtains the degree of similarity with the reference profile data by using the displacement data as displacement data based on the acceleration output from the acceleration sensor. The traveling position identification system for a railway vehicle according to any one of claims 1 to 4.
The track displacement output unit is a running position specifying system for a railway vehicle that outputs a signal corresponding to the vertical displacement of the track. The traveling position identification system for a railway vehicle according to any one of claims 1 to 5.
Further equipped with a mileage calculation unit that calculates the mileage of the railway vehicle based on the latitude and longitude obtained by using GPS.
Based on the output of the mileage calculation unit, the traveling position specifying unit obtains the degree of similarity with the reference profile data by using the displacement data as the displacement data of the track with respect to the mileage on the track. Positioning system. The traveling position identification system for a railway vehicle according to any one of claims 1 to 6.
Within the candidate range where the position of the railroad vehicle is specified using GPS, the traveling position specifying unit determines the degree of similarity between the displacement data and the reference profile data according to the track displacement in the predetermined range on the track. A system for identifying the running position of a railroad vehicle to be evaluated. The traveling position identification system for a railway vehicle according to any one of claims 1 to 7.
The traveling position specifying unit is a traveling position specifying system for railway vehicles that obtains the degree of similarity based on a correlation calculation. The traveling position identification system for a railway vehicle according to any one of claims 1 to 8.
A railway vehicle traveling position specifying system further comprising a storage unit that stores the identification result of the traveling position specifying unit as an actual traveling track of the railway vehicle. The traveling position identification system for a railway vehicle according to any one of claims 1 to 9.
A traveling position specifying system for a railway vehicle, in which the track displacement output unit and the traveling position specifying unit are mounted on the railway vehicle. The traveling position identification system for a railway vehicle according to any one of claims 1 to 9.
The track displacement output unit is mounted on the railway vehicle,
The traveling position specifying part is provided in the management base,
A traveling position specifying system for a railway vehicle in which the track displacement output unit and the traveling position specifying unit are communicably connected via a communication network. A track displacement signal input unit that inputs a signal based on the displacement of the track when the railroad vehicle is traveling on the track, and a track displacement signal input unit.
Displacement data of the track with respect to the traveling distance in the track based on the input to the track displacement signal input unit, and reference profile data according to the track displacement in a predetermined range of the track, and the traveling position of one place in the track. A traveling position specifying unit that determines whether or not the railway vehicle has traveled within the predetermined range based on the degree of similarity with the identifiable data.
A device for identifying the traveling position of a railroad vehicle. (A) A step in which a signal corresponding to the displacement of the track is output when the railroad vehicle is traveling on the track, and
(B) Displacement data of the track with respect to the mileage in the track based on the output corresponding to the displacement of the track, and reference profile data according to the track displacement in a predetermined range of the track , and running at one place in the track. The step of finding the degree of similarity with the data whose position can be specified, and
(C) A step of determining whether or not the railroad vehicle has traveled within the predetermined range based on the obtained degree of similarity, and
A method of identifying the traveling position of a railroad vehicle equipped with. The method for identifying a traveling position of a railway vehicle according to claim 13.
The reference profile data is a method for identifying a traveling position of a railway vehicle, which is data measured in the past. The method for identifying a traveling position of a railway vehicle according to claim 13 or 14.
In the step (b), the degree of similarity between the displacement data and the reference profile data corresponding to each of the plurality of trajectories is obtained.
In the step (c), the trajectory corresponding to the plurality of reference profile data most similar to the displacement data is specified based on the degree of similarity obtained corresponding to the plurality of reference profile data. How to identify the running position of a railroad vehicle. The method for specifying a traveling position of a railway vehicle according to any one of claims 13 to 15.
In the step (a), the acceleration of the traveling railroad vehicle according to the displacement of the track is output.
In the step (b), a method for specifying a traveling position of a railway vehicle, in which the displacement data is used as displacement data based on the acceleration to obtain the degree of similarity with the reference profile data. The method for specifying a traveling position of a railway vehicle according to any one of claims 13 to 16.
In step (a), a method for specifying a traveling position of a railway vehicle, in which a signal corresponding to the vertical displacement of the track is output. The method for specifying a traveling position of a railway vehicle according to any one of claims 13 to 17.
(D) Further provided with a step of calculating the mileage of the railway vehicle based on the latitude and longitude obtained by using GPS.
In the step (b), based on the calculated mileage of the railroad vehicle, the displacement data is used as the displacement data of the track with respect to the mileage on the track, and the degree of similarity with the reference profile data is obtained. How to identify the running position of.

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