JP2021187346A - Vehicle position specification system - Google Patents

Abstract

To provide a technology capable of specifying the position of a vehicle even in a dark time zone of a night or when a fog, fugitive dust, or the like occurs.SOLUTION: A vehicle position specification system 1 includes a reflection member 11A and a reflection member 11B arranged on a road surface in a track at a regular interval in the traveling direction of a train, and a distance measuring device 12. The distance measuring device 12 irradiates measurement light, receives its reflection light, and measures a distance to an object within a measurement range. The distance measurement device 12 measures the front face of the train being going to stop, and specifies the position (first vehicle position) of the train from the measured distance. Also, the distance measuring device 12 specifies a rough position (second vehicle position) of the train by determining whether the respective reflection member 11A and reflection member 11B are interrupted by the train on the basis of whether the reflection light returning from the reflection member 11A and the reflection member 11B is detected. The distance measurement device 12 notifies a train operator or the like of either vehicle position on the basis of consistency of the specified two vehicle positions.SELECTED DRAWING: Figure 1

Description

The present invention relates to a technique for specifying the position of a vehicle.

There is a need to identify the position of the vehicle. For example, in a railroad, when a vehicle stops for passengers to get on and off at a station where a platform door is installed, if the vehicle stops at a position deviated from the specified stop position, the position of the open platform door and the door of the stopped vehicle deviate from each other. This may hinder passengers getting on and off the vehicle. Therefore, for example, the driver of a vehicle needs to brake the decelerated vehicle at an appropriate timing and strength in order to stop the vehicle as close as possible to the stop position. At that time, if the positional relationship between the stopped position and the current vehicle is known, the driver can easily perform an appropriate braking operation.

For example, Patent Document 1 is a document that describes a technique for specifying the position of a vehicle. In Patent Document 1, two signs are arranged within the range of the stop position of the train that stops at the platform of the station, and both of the two signs are shown in the image taken by the camera installed so as to show the signs. The position of the train is divided into three stages, one is when one sign is shown but the other sign is hidden behind the train, and the other is when both signs are hidden behind the train. The technique for distinguishing is described in.

Japanese Unexamined Patent Publication No. 63-08981

According to the mechanism described in Patent Document 1, there is a problem that the position of the train cannot be specified if the sign is not clearly shown in the image taken by the camera in the dark time zone at night or when fog, dust, etc. are generated. be.

In view of the above circumstances, the present invention provides a technique capable of specifying the position of a vehicle even in a dark time zone at night or when fog, dust, or the like is generated.

The present invention irradiates light and identifies the reflective member whose light is blocked by the vehicle based on the reflected light from each of the plurality of reflective members arranged at predetermined intervals in the traveling direction of the vehicle, thereby locating the vehicle. The vehicle position specifying system for specifying the above is proposed as the first aspect.

According to the vehicle position specifying system according to the first aspect, the position of the vehicle can be specified even in a dark time zone at night or when fog, dust, or the like is generated.

In the vehicle position specifying system according to the first aspect, the position of the vehicle is specified based on the reflected light from the vehicle, and the position of the vehicle specified based on the reflected light from each of the reflecting members and the specified based on the reflected light from the vehicle are specified. A configuration in which the presence or absence of consistency with the position of the vehicle may be determined may be adopted as the second aspect.

According to the vehicle position specifying system according to the second aspect, the generation of fog, dust, etc. can be detected.

In the vehicle position specifying system according to the second aspect, if there is the consistency, a predetermined process is performed using the position of the specified vehicle based on the reflected light from the vehicle, and if there is no consistency, the reflective member A configuration in which a predetermined process is performed using the position of the vehicle specified based on the reflected light from each may be adopted as the third aspect.

According to the vehicle position specifying system according to the third aspect, the position of the vehicle is specified with higher accuracy than the case where the position of the vehicle is specified only based on the reflected light from each of the reflecting members in the normal time when fog, dust, etc. are not generated. The position of the vehicle can be specified.

In the vehicle position specifying system according to the second or third aspect, the reflected light from the vehicle is detected by the detector having the lower lower limit value among the two detectors having different lower limit values of the light intensity to be detected, and the lower limit value is set. A configuration in which the reflected light from each of the plurality of reflecting members is detected by a high detector may be adopted as the fourth aspect.

According to the vehicle positioning system according to the fourth aspect, the reliability is high when fog, dust, etc. are generated, as compared with the case where the detector having a low lower limit value detects the reflected light from each of the plurality of reflecting members. The position of the vehicle can be specified by the degree.

The figure which showed typically the whole structure of the vehicle position identification system which concerns on one Embodiment. The figure which showed the measurement area set in the measurement range of the distance measuring apparatus which concerns on one Embodiment. The figure which showed typically the image when the measurement range of the distance measuring device from the position of the distance measuring device which concerns on one Embodiment was imaged by the image pickup device. The figure which showed typically the structure of the distance measuring apparatus which concerns on one Embodiment. A graph for explaining the reason why the lower limit of the amplitude of the detectable signal of the first detector and the second detector included in the distance measuring device according to the embodiment is different. The figure which exemplifies the flow of the process which performs the distance measuring apparatus which concerns on one Embodiment to determine the operation mode. The figure which exemplifies the flow of the process which the distance measuring apparatus which concerns on one Embodiment performs in a dual detection mode. The figure which exemplifies the structure of the conversion table which the distance measuring device which concerns on one Embodiment uses for specifying the position of the 1st vehicle. The figure which exemplifies the condition table used for specifying the 2nd vehicle position by the distance measuring device which concerns on one Embodiment. The figure which exemplifies the matching table which the distance measuring device which concerns on one Embodiment uses for determining the presence or absence of the consistency between two vehicle positions. The figure which exemplifies the flow of the process which the distance measuring apparatus which concerns on one Embodiment performs in a single detection mode.

[Embodiment]
Hereinafter, the vehicle position specifying system 1 according to the embodiment of the present invention will be described. FIG. 1 is a diagram schematically showing the overall configuration of the vehicle position specifying system 1. The vehicle position identification system 1 identifies the position of a train (an example of a vehicle) that stops at a station, and notifies the terminal device used by the train driver and the server device for managing the operation of the train of the specified position. It is a system to do. Hereinafter, the configuration and operation of the vehicle position specifying system 1 will be described by taking as an example the case where the vehicle position specifying system 1 specifies the position of the train T when the train T stops at a position adjacent to the platform H of the station. .. In the example of FIG. 1, the space where the platform H and the train travel is partitioned by the platform door I.

First, the vehicle position specifying system 1 includes reflection members 11A and reflection members 11B arranged at predetermined intervals along the traveling direction of the train on the road surface in the track. The reflective member 11A and the reflective member 11B are members (retroreflective members) that reflect light including infrared light with high recursiveness, and the shape thereof is, for example, a plate. The reflexivity of reflection means the property of reflecting the light coming from the light source in a direction substantially along the optical path of the incident light over a wide irradiation angle.

When the train reaches the most upstream position in the traveling direction in the stopped area, the reflective member 11A is arranged at a position where the distance measuring device 12 (described later) is blocked by the train and cannot be seen. Further, the reflective member 11B is arranged at a position where the train reaches a position on the most downstream side in the traveling direction in the stopped area, and is obscured by the train from the position of the distance measuring device 12 (described later). .. The stop area is a range of a predetermined distance in the direction of travel of the train centered on the ideal stop position of the train, and as long as the train stops within the stop area, passengers will have trouble getting on and off the train. Does not occur.

Since the reflective member 11A and the reflective member 11B are arranged as described above, the position of the train is as follows depending on whether or not the reflective member 11A and the reflective member 11B can be seen from the position of the distance measuring device 12 (described later). Is specified as.
(When both the reflective member 11A and the reflective member 11B can be seen) The position of the train has not reached the stop area yet.
(When the reflective member 11A cannot be seen and the reflective member 11B can be seen) The position of the train is within the stopped area.
(When neither the reflective member 11A nor the reflective member 11B can be seen) The position of the train exceeds the stop area.

The vehicle position identification system 1 is a distance measuring device that performs two-dimensional distance measurement by a TOF (Time of Flight) method that measures the distance from the time until the reflected light hits the object and the reflected light returns to the object. 12 is provided. The light used for distance measurement by the distance measuring device 12 is preferably infrared light in order to avoid light pollution, but if measures are taken to prevent or reduce light pollution, light other than infrared light (for example, , Visible light or ultraviolet light) may be used.

The distance measuring device 12 two-dimensionally measures the distance to the object within the measurement range by, for example, cyclically measuring the distance to the object in each of a large number of measurement directions set within the rectangular measurement range. Measure the distance to. Within the measurement range of the distance measuring device 12, three measurement areas shown in FIG. 2 are set. The measurement area A is a measurement area for measuring the distance from the distance measuring device 12 to the front surface of the train. The measurement area B is a measurement area for measuring the distance from the distance measuring device 12 to the reflecting member 11A. The measurement area C is a measurement area for measuring the distance from the distance measuring device 12 to the reflecting member 11B.

FIG. 3 is a diagram schematically showing an image when an image pickup device captures the measurement range of the range measuring device 12 from the position of the range measuring device 12. However, in FIG. 3, the broken line frames showing the measurement areas A to C shown in FIG. 2 are overlapped and displayed. FIG. 3A shows an image of a state in which the train is not within the measurement range. FIG. 3B shows an image in which a train is within the measurement range, but the train is still in front of the stop area. FIG. 3 (c) shows an image of a state in which the train is in the stopped area. FIG. 3D shows a state in which the train has traveled beyond the stopped area.

In the state of FIG. 3A, the distance measuring device 12 measures a distance D0 (for example, 16 meters) as a distance to an object in the measurement area A. The distance D0 is a distance (constant) from the distance measuring device 12 to the road surface visible in the direction of the measurement area A.

In the state of FIG. 3A, the distance measuring device 12 measures a distance E (for example, 10 meters) as a distance to an object in the measurement area B. The distance E is a distance (constant) from the distance measuring device 12 to the reflecting member 11A.

In the state of FIG. 3A, the distance measuring device 12 measures a distance F (for example, 6 meters) as a distance to an object in the measurement area C. The distance F is a distance (constant) from the distance measuring device 12 to the reflecting member 11B.

Further, when the train reaches the most upstream side of the stopped area, the distance measuring device 12 measures the distance D1 (for example, 9 meters) as the distance to the object in the measuring area A. The distance D1 is a distance (constant) from the distance measuring device 12 to the front surface of the train seen in the direction of the measurement area A in a state where the reflective member 11A is just obscured by the train and cannot be seen from the distance measuring device 12. ..

Further, when the train reaches the most downstream side of the stopped area, the distance measuring device 12 measures the distance D2 (for example, 4 meters) as the distance to the object in the measuring area A. The distance D2 is a distance (constant) from the distance measuring device 12 to the front surface of the train seen in the direction of the measurement area A in a state where the reflective member 11B is just obscured by the train and cannot be seen from the distance measuring device 12. ..

Therefore, in the state of FIG. 3A, the distance measuring device 12 measures the following distance.
Measurement area A: Distance D0
Measurement area B: Distance E
Measurement area C: Distance F

Further, in the state of FIG. 3B, the distance measuring device 12 measures the following distance.
Measurement area A: Distance d1 (where D1 <d1 <D0)
Measurement area B: Distance E
Measurement area C: Distance F

Further, in the state of FIG. 3C, the distance measuring device 12 measures the following distance.
Measurement area A: Distance d2 (however, D2 <d2 <D1)
Measurement area B: Distance e1 (however, e1 <E)
Measurement area C: Distance F

Further, in the state of FIG. 3D, the distance measuring device 12 measures the following distance.
Measurement area A: Distance d3 (however, d3 <D2)
Measurement area B: Distance e2 (however, e2 <E)
Measurement area C: Distance f1 (however, f1 <F)

FIG. 4 is a diagram schematically showing the configuration of the distance measuring device 12. The components shown in FIG. 4 will be described below in order.

The light irradiation unit 101 irradiates light for distance measurement. The two-dimensional optical scanning device 102 is a device that changes the direction of the light emitted by the light irradiation unit 101 so that the light cyclically directs to each of a large number of measurement directions set within the measurement range. .. The two-dimensional light scanning device 102 also plays a role of changing the direction of the reflected light emitted from the light irradiation unit 101 and returning after hitting the object so that the reflected light is directed to the light receiving unit 103 (described later). .. As the two-dimensional optical scanning device 102, for example, a MEMS (Micro Electro Mechanical Systems) mirror can be adopted.

The light receiving unit 103 receives the reflected light emitted from the light irradiation unit 101, hits the object, and returns, and outputs a signal indicating the intensity of the received light. As described above, the reflected light received by the light receiving unit 103 is directed from the object to the light receiving unit 103 via the two-dimensional optical scanning device 102.

The first detector 104 (an example of a detector having a low lower limit value) and the second detector 105 (an example of a detector having a high lower limit value) each receive a signal output from the light receiving unit 103 and reflect it from the signal. Detect light. The first detector 104 detects the reflected light from the object in the measurement area A. On the other hand, the second detector 105 detects the reflected light from the objects in the measurement area B and the measurement area C. The first detector 104 has an amplifier having a larger amplification factor than the second detector 105. Therefore, the lower limit of the amplitude of the signal that can be detected by the first detector 104 is lower than the lower limit of the amplitude of the signal that can be detected by the second detector 105.

The lower limit of the amplitude of the signal that can be detected by the first detector 104 is set to a value that can detect the reflected light from the road surface in the measurement area A in an environment where fog, dust, etc. are not generated. There is.

The lower limit of the amplitude of the signal that can be detected by the second detector 105 is set to a value that can detect the reflected light from the reflecting member 11A and the reflecting member 11B even in an environment where fog, dust, or the like is generated. Has been done.

FIG. 5 is a graph for explaining the reason why the lower limit value of the amplitude of the detectable signal is different between the first detector 104 and the second detector 105. In the graph of FIG. 5, the horizontal axis represents time and the vertical axis represents the amplitude of the signal according to the intensity of light. Further, the amplitude L1 indicates the lower limit value of the detectable amplitude of the first detector 104, and the amplitude L2 indicates the lower limit value of the detectable amplitude of the second detector 105.

FIG. 5A shows the time lapse of the amplitude of the signal according to the intensity of the light emitted from the light irradiation unit 101 toward the measurement area B or the measurement area C in an environment where fog, dust, etc. are not generated at the station. It shows the change and the time course of the amplitude of the signal according to the intensity of the reflected light that hits the object in the measurement area B or the measurement area C and returns. In this case, the wave W1 shows the time-dependent change in the intensity of the irradiation light, and the wave W2 shows the time-dependent change in the intensity of the reflected light that hits the reflecting member 11A or the reflecting member 11B and returns.

As shown in FIG. 5A, the amplitude of the signal according to the intensity of the reflected light that hits the reflecting member 11A or the reflecting member 11B and returns is from the lower limit value L2 of the amplitude of the signal that can be detected by the second detector 105. Is also big. Therefore, in the measurement area B and the measurement area C, the distances to the reflection member 11A and the reflection member 11B are correctly calculated based on the time T1 from the timing of the wave W1 to the timing of the wave W2 detected by the second detector 105. Will be done.

FIG. 5B shows the time-dependent change in the amplitude of the signal according to the intensity of the light emitted from the light irradiation unit 101 toward the measurement area A and the measurement in an environment where fog, dust, etc. are not generated at the station. It shows the time course of the amplitude of the signal according to the intensity of the reflected light that hits the object in the region A and returns. In this case, the wave W3 shows the time course of the intensity of the irradiation light, and the wave W4 shows the time change of the intensity of the reflected light that hits the front surface of the train and returns.

As shown in FIG. 5B, the amplitude of the signal corresponding to the intensity of the reflected light hitting the front surface of the train and returning is smaller than the lower limit value L2 of the amplitude of the signal that can be detected by the second detector 105. It is larger than the lower limit value L1 of the amplitude of the signal that can be detected by the first detector 104. Therefore, in the measurement area A, the distance to the front surface of the train is correctly calculated based on the time T2 from the timing of the wave W3 to the timing of the wave W4 detected by the first detector 104.

FIG. 5C shows the time lapse of the amplitude of the signal according to the intensity of the light emitted from the light irradiation unit 101 toward the measurement area B or the measurement area C in an environment where fog, dust, etc. are generated at the station. It shows the change and the time course of the amplitude of the signal according to the intensity of the reflected light that hits the object in the measurement area B or the measurement area C and returns. In this case, the wave W5 shows the time-dependent change in the intensity of the irradiation light, the wave W6 shows the time-dependent change in the intensity of the reflected light returned by hitting the fog, dust, etc., and the wave W7 hits the reflecting member 11A or the reflecting member 11B and returns. It shows the change of the intensity of the reflected light with time.

As shown in FIG. 5 (c), the amplitude of the signal according to the intensity of the reflected light that hits the fog, dust, etc. and returns is larger than the lower limit value L1 of the amplitude of the signal that can be detected by the first detector 104. , It is smaller than the lower limit value L2 of the amplitude of the signal that can be detected by the second detector 105. On the other hand, the amplitude of the signal corresponding to the intensity of the reflected light that hits the reflecting member 11A or the reflecting member 11B and returns is larger than the lower limit value L2 of the amplitude of the signal that can be detected by the second detector 105. Therefore, in this case, if the detection result of the first detector 104 is used, the fog, not the distance to the reflection member 11A or the reflection member 11B, is based on the time T3 from the timing of the wave W5 to the timing of the wave W6. The distance to dust etc. will be calculated. However, when the detection result of the second detector 105 is used, the distance to the reflection member 11A or the reflection member 11B is correctly calculated based on the time T4 from the timing of the wave W5 to the timing of the wave W7.

As described above, the first detector 104 having a low lower limit of the detectable amplitude is used for detecting the object in the measurement area A, and the detectable amplitude is used for detecting the object in the measurement area B and the measurement area C. By using the second detector 105 having a high lower limit value, the intended object (reflection member 11A, reflection member 11B, or train) is used in any of the cases shown in FIGS. 5 (a) to 5 (c). The distance to the front) is calculated correctly.

Note that FIG. 5 (d) shows the change over time in the amplitude of the signal according to the intensity of the light emitted from the light irradiation unit 101 toward the measurement area A in an environment where fog, dust, etc. are generated at the station. It shows the time course of the amplitude of the signal according to the intensity of the reflected light that hits the object in the measurement area A and returns. In this case, the wave W8 shows the time-dependent change in the intensity of the irradiation light, the wave W9 shows the time-dependent change in the intensity of the reflected light returned by hitting fog, dust, etc., and the wave W10 shows the time-dependent change in the intensity of the reflected light returned by hitting the front of the train. It shows the change in intensity over time.

In the example of FIG. 5D, the amplitude of the signal according to the intensity of the reflected light hitting the fog, dust, etc. and the amplitude of the signal corresponding to the intensity of the reflected light hitting the front of the train are both. It is larger than the lower limit L1 of the amplitude of the detectable signal of the first detector 104 and smaller than the lower limit L2 of the amplitude of the detectable signal of the second detector 105. Therefore, in this case, the distance to the front of the train is not calculated correctly regardless of whether the detection result of the first detector 104 or the detection result of the second detector 105 is used. For example, when the detection result of the first detector 104 is used, the wave W9 is detected before the wave W10, so that the distance to fog, dust, etc. is not the distance to the front of the train but the distance to the front of the train based on the time T5. It will be calculated.

Therefore, the distance measuring device 12 has a train position specified based on the distance to the object in the measurement area B and the measurement area C, and a train position specified based on the distance to the object in the measurement area A. By determining the presence or absence of consistency and not using the position of the train specified based on the distance to the object in the measurement area A if there is no consistency, a mechanism is provided to prevent erroneous notification of the position of the train. ing. The mechanism will be described together with the description of the operation of the ranging device 12 described later.

With reference to FIG. 4, the description of the configuration of the ranging device 12 will be continued.

The first timekeeping unit 106 measures the time from the timing when the light irradiation unit 101 irradiates the light to the timing when the reflected light detected by the first detector 104 reaches the light receiving unit 103. The second timing unit 107 measures the time from the timing when the light irradiation unit 101 irradiates the light to the timing when the reflected light detected by the second detector 105 reaches the light receiving unit 103.

The first distance calculation unit 108 calculates the distance to the object in the measurement area A based on the time measured by the first timekeeping unit 106. The second distance calculation unit 109 calculates the distances to the objects in the measurement area B and the measurement area C based on the time measured by the second timekeeping unit 107.

The vehicle position specifying unit 110 specifies the position of the train based on the distance calculated by the first distance calculation unit 108 and the distance calculated by the second distance calculation unit 109. The transmission unit 111 transmits a notification indicating the specific status of the train position by the vehicle position specifying unit 110 and the position of the train specified by the vehicle position specifying unit 110 to the server device 13 (described later).

The above is the description of the configuration of the distance measuring device 12. With reference to FIG. 1, the description of the configuration of the vehicle position specifying system 1 will be continued.

The vehicle position specifying system 1 further includes a server device 13. The server device 13 is a server device for managing train operation and the like. For example, the manager of the train operating company can check the status of the train by looking at the screen of the server device 13 or by looking at the information transmitted from the server device 13 on the terminal device. In the vehicle position specifying system 1, the server device 13 plays a role of transmitting a notification received from the distance measuring device 12 to an administrator or the like in addition to information such as normal operation management. Therefore, the server device 13 is communicatively connected to the range measuring device 12. Further, the server device 13 also plays a role of transferring the notification received from the distance measuring device 12 to the terminal device 14 (described later). Therefore, the server device 13 is also communicatively connected to the terminal device 14.

The terminal device 14 is a terminal device used by the train driver, and serves to convey to the driver a notification transmitted from the distance measuring device 12 via the server device 13. Although only one terminal device 14 is shown in FIG. 1, the vehicle position specifying system 1 includes a large number of terminal devices 14 according to the number of train drivers.

The above is the description of the configuration of the vehicle position specifying system 1. Subsequently, the operation of the distance measuring device 12 will be described.

FIG. 6 is a diagram illustrating a flow of processing performed by the ranging device 12 for determining an operation mode. The distance measuring device 12 uses only the dual detection mode for specifying the position of the vehicle using both the detection result of the first detector 104 and the detection result of the second detector 105, and the detection result of the first detector 104. It operates in one of the operation modes of the single detection mode in which the position of the vehicle is specified and the stop mode in which the position of the vehicle is not specified. The flow of FIG. 6 is a flow for the ranging device 12 to determine the operation mode of its own device. For example, every predetermined time elapses during a period when there is no train on the monitored track of the ranging device 12. Alternatively, it is executed before a predetermined time when the train arrives at the track to be monitored by the distance measuring device 12.

First, the distance measuring device 12 measures the distance e to the object in the measurement area B using the detection result of the second detector 105 (step S101). Subsequently, the distance measuring device 12 measures the distance f to the object in the measurement area C using the detection result of the second detector 105 (step S102). Subsequently, the distance measuring device 12 determines whether or not the distance e measured in step S101 substantially coincides with the distance E, and the distance f measured in step S102 substantially coincides with the distance F. (Step S103). It should be noted that the fact that the two distances are substantially the same means that the difference between the two distances is within the permissible range of error.

As described above, the distance measuring device 12 uses the detection result of the second detector 105 to reflect the reflections returned from the reflection member 11A and the reflection member 11B even in an environment where fog, dust, or the like is generated. Waves can be detected correctly. Therefore, the determination result in step S103 is usually "Yes". In that case, the distance measuring device 12 sets the operation mode of the own device to the dual detection mode (step S104), and ends a series of processes according to the flow of FIG.

However, for example, when the reflective member 11A or the reflective member 11B is covered with snow, the measurement of the distance in step S101 or step S102 fails. In such a case, the determination result in step S103 is "No". If the determination result in step S103 is "No", the ranging device 12 transmits an abnormality notification to the server device 13 (step S105).

For example, when the snow is stopped, even if the reflective member 11A or the reflective member 11B is covered with snow, the distance measuring device 12 correctly measures the distance to the front of the train by using the detection result of the first detector 104. can. Therefore, the administrator who has received the abnormality notification can, for example, operate the server device 13 to instruct the vehicle position specifying system 1 to continue the operation in the single detection mode. In that case, the distance measuring device 12 receives an instruction to continue the operation from the server device 13.

Therefore, following step S105, the distance measuring device 12 determines whether or not an instruction to continue operation has been received from the server device 13 (step S106). When the operation continuation instruction is received (step S106; Yes), the distance measuring device 12 sets the operation mode of the own device to the single detection mode (step S107), and ends a series of processes according to the flow of FIG. ..

On the other hand, in the determination of step S106, when the instruction to continue the operation is not received (step S106; No), the distance measuring device 12 sets the operation mode of the own device to the stop mode (step S108), and the flow of FIG. Ends a series of processes according to.

When the dual detection mode is set in the series of processes according to the flow of FIG. 6, the distance measuring device 12 continues to perform the process according to the flow shown in FIG. 7. The process according to the flow shown in FIG. 7 is repeatedly executed, for example, every sufficiently short predetermined time (for example, 1/250 second) elapses.

First, the distance measuring device 12 measures the distance d to the object in the measurement area A by using the detection result of the first detector 104 (step S201). Subsequently, the vehicle position specifying unit 110 of the distance measuring device 12 identifies the position of the train (hereinafter referred to as “first vehicle position”) from the distance d measured in step S201 (step S202). The vehicle position specifying unit 110 uses the conversion table shown in FIG. 8 when specifying the first vehicle position in step S202. The conversion table of FIG. 8 shows the correspondence between the distance d to the front of the train detected in the measurement area A and the position (first vehicle position) of the train in that state with respect to the stop position. .. A conversion formula that plays a similar role may be used instead of the conversion table.

The description of the flow of the dual detection mode will be continued with reference to FIG. 7. Following the process of step S202, the distance measuring device 12 measures the distance e to the object in the measurement area B using the detection result of the second detector 105 (step S203). Subsequently, the distance measuring device 12 measures the distance f to the object in the measurement area C using the detection result of the second detector 105 (step S204).

Subsequently, the vehicle position specifying unit 110 of the distance measuring device 12 identifies a rough vehicle position (hereinafter referred to as “second vehicle position”) based on the measurement result of step S203 and the measurement result of step S204 (step). S205). The vehicle position specifying unit 110 uses the condition table shown in FIG. 9 when specifying the second vehicle position in step S205. The condition table of FIG. 9 shows the conditions regarding the distance e to the measured object in the measurement area B and the distance f to the measured object in the measurement area C, and the position of the second vehicle when the conditions are satisfied. Shows the relationship with.

The description of the flow of the dual detection mode will be continued with reference to FIG. 7. Following the process of step S205, whether or not the vehicle position specifying unit 110 of the distance measuring device 12 is consistent between the first vehicle position specified in step S202 and the second vehicle position specified in step S205. Is determined (step S206). The vehicle position specifying unit 110 uses the matching table shown in FIG. 10 in determining whether or not there is consistency between the two vehicle positions in step S206. The matching table of FIG. 10 shows the conditions of the first vehicle position and the second vehicle position when the consistency is obtained.

The description of the flow of the dual detection mode will be continued with reference to FIG. 7. The vehicle position specifying unit 110 determines that there is consistency between the two vehicle positions if the conditions in any row of the matching table in FIG. 10 are satisfied (step S206; Yes), and the first step is made. 1 Instruct the transmission unit 111 to notify the vehicle position. According to this instruction, the transmission unit 111 transmits a notification of the position of the first vehicle to the server device 13 (step S207), and ends a series of processes according to the flow of FIG.

On the other hand, the vehicle position specifying unit 110 determines that there is no consistency between the two vehicle positions unless the conditions in any row of the matching table in FIG. 10 are satisfied (step S206; No). 2 Instruct the transmission unit 111 to notify the vehicle position. According to this instruction, the transmission unit 111 transmits a notification of the position of the second vehicle to the server device 13 (step S208), and ends a series of processes according to the flow of FIG.

If there is no consistency between the two vehicle positions, the first detector 104 detects light that is not reflected light reflected from the front of the train due to the influence of fog, dust, and the like. It is assumed that there is. In that case, the first vehicle position does not represent the correct vehicle position. On the other hand, the second vehicle position is hardly affected by fog, dust, etc., and represents the correct vehicle position. Therefore, in step S208, the distance measuring device 12 notifies the server device 13 of the position of the second vehicle.

When the single detection mode is set in the series of processes according to the flow of FIG. 6, the distance measuring device 12 continues to perform the process according to the flow shown in FIG. The process according to the flow shown in FIG. 11 is repeatedly executed, for example, every sufficiently short predetermined time (for example, 1/250 second) elapses.

First, the distance measuring device 12 measures the distance to the object in the measurement area A by using the detection result of the first detector 104 (step S301). Subsequently, the vehicle position specifying unit 110 of the distance measuring device 12 specifies the position of the train (first vehicle position) from the distance measured in step S301 (step S302). The vehicle position specifying unit 110 uses the conversion table shown in FIG. 8 when specifying the first vehicle position in step S302.

Subsequently, the vehicle position specifying unit 110 instructs the transmitting unit 111 to notify the first vehicle position specified in step S302. According to this instruction, the transmission unit 111 transmits a notification of the position of the first vehicle to the server device 13 (step S303), and ends a series of processes according to the flow of FIG.

When the server device 13 receives the notification transmitted in step S207 or step S208 by the distance measuring device 12 operating in the dual detection mode, or the notification transmitted by the range measuring device 12 operating in the single detection mode in step S303, the server device 13 receives the notification transmitted in step S207 or step S208. Display the content of the notification or transfer it to the administrator's terminal device. As a result, the manager can know the position of the train T in substantially real time.

Further, the server device 13 transfers the notification received from the distance measuring device 12 to the terminal device 14. The terminal device 14 displays the content of the notification received from the distance measuring device 12 via the server device 13. As a result, the driver of the train T can know the position of the train T in substantially real time.

According to the vehicle position specifying system 1 described above, the train driver can know the position of the train when trying to stop at the station in substantially real time, so that the train can be easily stopped at the desired stop position. .. In addition, the train manager or the like can confirm whether or not the train has correctly stopped in the stop area at the station.

Then, in the case of the vehicle position specifying system 1, since the position of the vehicle is specified by the irradiation of the measurement light, the position of the vehicle is correctly specified even in the dark such as at night, and the driver or the like is notified. Further, in the case of the vehicle position specifying system 1, even when fog, dust, or the like is generated at the station, at least a rough vehicle position (second vehicle position) is correctly specified and notified to the driver or the like.

[Modification example]
The embodiments described above may be variously modified within the scope of the technical idea of the present invention. An example of these modifications is shown below. In addition, two or more of the following modifications may be combined as appropriate.

(1) A part of the processing performed by the ranging device 12 in the above-described embodiment may be performed by another device. For example, the distance measuring device 12 transmits data indicating the distance calculated by the first distance calculation unit 108 and the second distance calculation unit 109 to the server device 13, and the server device 13 has the function of the vehicle position specifying unit 110 and measures the distance. The vehicle position may be specified based on the distance indicated by the data received from the distance device 12.

(2) In the above-described embodiment, the terminal device 14 receives the notification from the distance measuring device 12 via the server device 13, but the terminal device 14 may receive the notification directly from the range measuring device 12. good.

(3) In the above-described embodiment, the number of reflective members arranged to specify the position of the second vehicle on one track is two (reflection member 11A and reflection member 11B), but three. The above reflective member may be arranged to specify the position of the second vehicle. The larger the number of reflective members arranged at predetermined intervals in the traveling direction of the vehicle, the finer the position of the second vehicle can be specified.

(4) In the above-described embodiment, the vehicle position (first vehicle position or second vehicle position) specified by the distance measuring device 12 is used for notification to the manager or the driver, but those vehicles are used. Predetermined processing using position is not limited to notification. For example, vehicle brake control (control without driver's operation) based on the vehicle position specified by the distance measuring device 12 may be performed.

1 ... Vehicle position identification system, 12 ... Distance measuring device, 13 ... Server device, 14 ... Terminal device, 101 ... Light irradiation unit, 102 ... Two-dimensional optical scanning device, 103 ... Light receiving unit, 104 ... First detector, 105 ... 2nd detector, 106 ... 1st timekeeping unit, 107 ... 2nd timekeeping unit, 108 ... 1st distance calculation unit, 109 ... 2nd distance calculation unit, 110 ... vehicle position identification unit, 111 ... transmission unit.

Claims (4)

A vehicle that irradiates light and identifies the position of the vehicle by identifying the reflective member whose light is blocked by the vehicle based on the reflected light from each of the plurality of reflective members arranged at predetermined intervals in the traveling direction of the vehicle. Location identification system. The position of the vehicle is specified based on the reflected light from the vehicle, and the presence or absence of consistency between the position of the specified vehicle based on the reflected light from each of the reflecting members and the position of the specified vehicle based on the reflected light from the vehicle is determined. The vehicle position identification system according to claim 1. If there is consistency, the predetermined processing is performed using the position of the vehicle specified based on the reflected light from the vehicle, and if there is no consistency, the position of the vehicle specified based on the reflected light from each of the reflecting members is performed. The vehicle position identification system according to claim 2, wherein a predetermined process is performed using the above. Of the two detectors with different lower limit values of the light intensity to be detected, the detector with the lower lower limit value detects the reflected light from the vehicle, and the detector with the higher lower limit value detects the reflected light from each of the plurality of reflecting members. The vehicle position identification system according to claim 2 or 3.

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