JP7456855B2 - Vehicle location system - Google Patents

Description

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

There is a need to identify the position of a vehicle. For example, when a train stops at a station with platform doors to allow passengers to board and disembark, if the train stops at a position other than the designated stopping position, the position of the open platform doors and the stopped train doors will be misaligned, which may cause problems for passengers getting on and off the train. For this reason, for example, the driver of the train must apply the brakes at the appropriate timing and strength to the decelerated train in order to stop the train as close as possible to the stopping position. In that case, if the driver knows the relationship between the stopping position and the current position of the train, it will be easier for the driver to apply the brakes appropriately.

An example of a document that describes a technique for specifying the position of a vehicle is Patent Document 1. In Patent Document 1, two signs are placed within the range of the stopping position of a train stopping at a station platform, and both of those two signs are included in an image taken by a camera installed so that the signs are captured. The position of the train is divided into three stages: one sign is visible but the other sign is hidden by the train and not visible, and both signs are hidden by the train and not visible. A technique for distinguishing between these is described.

Japanese Unexamined Patent Publication No. 63-089981

In the case of the mechanism described in Patent Document 1, there is a problem that the location of the train cannot be determined if the sign is not clearly visible in the image taken by the camera during dark hours at night or when there is fog, dust, etc. be.

In consideration of the above circumstances, the present invention provides a technology that can identify the position of a vehicle even during dark hours at night or when there is fog, dust, etc.

The present invention irradiates light and specifies the first position of the vehicle based on the reflected light from the vehicle, and also identifies the first position of the vehicle based on the reflected light from each of a plurality of reflecting members arranged at specified intervals in the traveling direction of the vehicle. A second position of the vehicle is identified by identifying a reflective member whose light is blocked by the vehicle based on the above , and a determination is made as to whether or not there is consistency between the first position and the second position. A first aspect of the present invention proposes a vehicle position specifying system that specifies the position of the vehicle based on a determination of presence or absence .

According to the vehicle position specifying system according to the first aspect, the position of the vehicle can be specified even during dark hours at night or when fog, dust, etc. occur.

Further, according to the vehicle position specifying system according to the first aspect, occurrence of fog, dust, etc. can be detected.

In the vehicle position identification system according to the first aspect,
A configuration is adopted as a second aspect, in which when there is consistency, a predetermined process is performed using the first position , and when there is no consistency, a predetermined process is performed using the second position. It's okay.

According to the vehicle position identification system according to the second aspect, in normal times when there is no fog, dust, etc., the vehicle position can be located with higher accuracy than when the vehicle position is determined based only on the reflected light from each of the reflecting members. Vehicle location can be determined.

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

According to the vehicle position determination system of the third aspect, the vehicle position can be determined with high reliability when fog, dust, etc. occur, compared to a case in which reflected light from each of the multiple reflective members is detected using a detector with a low lower limit value.

1 is a diagram schematically showing the overall configuration of a vehicle position specifying system according to an embodiment. FIG. 2 is a diagram showing a measurement area set within a measurement range of a distance measuring device according to an embodiment. FIG. 2 is a diagram schematically showing an image taken by an imaging device within the measurement range of the distance measuring device from the position of the distance measuring device according to an embodiment. FIG. 1 is a diagram schematically showing the configuration of a distance measuring device according to an embodiment. 7 is a graph for explaining the reason why the lower limit values of detectable signal amplitudes of a first detector and a second detector included in a distance measuring device according to an embodiment are different. FIG. 3 is a diagram illustrating a flow of processing performed by a distance measuring device according to an embodiment to determine an operation mode. FIG. 2 is a diagram illustrating a flow of processing performed by a distance measuring device according to an embodiment in a dual detection mode. The figure which illustrated the structure of the conversion table used in order that the distance measuring device based on one embodiment may specify a 1st vehicle position. FIG. 3 is a diagram illustrating a condition table used by the distance measuring device according to an embodiment to specify the second vehicle position. FIG. 3 is a diagram illustrating a matching table used by the distance measuring device according to an embodiment to determine whether there is consistency between two vehicle positions. The figure which illustrated the flow of the process which the range finder based on one embodiment performs in single detection mode.

[Embodiment]
Below, a vehicle position identification system 1 according to an embodiment of the present invention will be described. FIG. 1 is a diagram schematically showing the overall configuration of a vehicle position specifying system 1. As shown in FIG. The vehicle location identification system 1 identifies the location 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 train operation of the identified location. It is a system that The configuration and operation of the vehicle location identification system 1 will be explained below, taking as an example the case where the vehicle location identification system 1 identifies the position of the train T when the train T stops at a position adjacent to the station platform H. . In the example of FIG. 1, the platform H and the space in which the train runs are separated by a platform door I.

The vehicle position identification system 1 first includes a reflecting member 11A and a reflecting member 11B arranged on a road surface in a track at a prescribed interval along the traveling direction of the train. The reflecting member 11A and the reflecting member 11B are members (retroreflective members) that reflect light including infrared light with high retroreflectivity, and have a plate-like shape, for example. Note that the reflexivity of reflection refers to the property of reflecting light coming from a light source in a direction substantially along the optical path of incident light over a wide irradiation angle.

The reflective member 11A is disposed at a position where it is blocked by the train and becomes invisible from the distance measuring device 12 (described later) when the train reaches the most upstream position in the traveling direction in the stop area. Further, the reflective member 11B is disposed at a position where it is blocked by the train and becomes invisible from the position of the distance measuring device 12 (described later) when the train reaches the most downstream position in the traveling direction in the stopping area. . The stopping area is a predetermined distance range in the direction of train movement centered on the ideal stopping position of the train, and as long as the train stops within the stopping area, there will be no hindrance to passengers getting on and off the train. does not occur.

Since reflective members 11A and 11B are arranged as described above, the position of the train is determined as follows depending on whether reflective members 11A and 11B are visible from the position of the distance measuring device 12 (described later).
(When both reflective members 11A and 11B are visible) The train has not yet reached the stopping area.
(When reflective member 11A is not visible and reflective member 11B is visible) The train is located within the stopping area.
(When neither reflective member 11A nor reflective member 11B is visible) The train is located beyond the stopping area.

The vehicle position identification system 1 further includes a distance measuring device that performs two-dimensional distance measurement using the TOF (Time of Flight) method, which measures the distance to the object from the time it takes for the irradiated light to hit the object and for the reflected light to return. 12. The light used by the distance measuring device 12 for distance measurement is preferably infrared light to avoid light pollution, but if measures are taken to prevent or reduce light pollution, light other than infrared light (e.g. , visible light or ultraviolet light) may also be used.

The distance measuring device 12 two-dimensionally measures the distance to the object within the measurement range by cyclically measuring the distance to the object in each of a number of measurement directions set within a rectangular measurement range, for example. Measure the distance. Three measurement areas shown in FIG. 2 are set within the measurement range of the distance measuring device 12. The measurement area A is a measurement area for measuring the distance from the distance measuring device 12 to the front 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 is taken from the position of the distance measuring device 12 within the measurement range of the distance measuring device 12 using an imaging device. However, in FIG. 3, the broken line frames indicating the measurement areas A to C shown in FIG. 2 are displayed in an overlapping manner. FIG. 3(a) shows an image with no train within the measurement range. FIG. 3(b) shows an image in which a train is within the measurement range, but the train is still in front of the stopping area. FIG. 3(c) shows an image in which the train is within the stop area. FIG. 3(d) shows a state in which the train has progressed beyond the stop area.

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

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

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

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

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

Therefore, in the state shown in FIG. 3(a), the distance measuring device 12 measures the following distances.
Measurement area A: distance D0
Measurement area B: distance E
Measurement area C: distance F

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

Further, in the state shown in FIG. 3(c), the distance measuring device 12 measures the following distances.
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 shown in FIG. 3(d), the distance measuring device 12 measures the following distances.
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. As shown in FIG. The components shown in FIG. 4 will be explained in order below.

The light irradiation unit 101 irradiates light for distance measurement. The two-dimensional light 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 goes in each of a number of measurement directions set within the measurement range. . The two-dimensional optical scanning device 102 also plays the role of changing the direction of the reflected light that is emitted from the light irradiation section 101, hits the target object, and returns, and directs the reflected light toward the light receiving section 103 (described later). . As the two-dimensional optical scanning device 102, for example, a MEMS (Micro Electro Mechanical Systems) mirror may be employed.

The light receiving unit 103 receives reflected light that is emitted from the light irradiating unit 101, hits an object, and returns, and outputs a signal indicating the intensity of the received light. Note that, as described above, the reflected light received by the light receiving unit 103 travels 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 with a low lower limit value) and the second detector 105 (an example of a detector with a high lower limit value) each receive a signal output from the light receiving section 103, and reflect from the signal. Detect light. The first detector 104 detects reflected light from the object in the measurement area A. On the other hand, the second detector 105 detects reflected light from the objects in the measurement area B and the measurement area C. The first detector 104 has an amplifier with a larger amplification factor than the second detector 105. Therefore, the lower limit of the amplitude of a signal that can be detected by the first detector 104 is lower than the lower limit of the amplitude of a signal that can be detected by the second detector 105.

The lower limit value of the amplitude of the signal that can be detected by the first detector 104 is set to a value that allows the detection of 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 value of the amplitude of the signal that can be detected by the second detector 105 is set to a value that allows the reflected light from the reflective member 11A and the reflective member 11B to be detected even in an environment where there is fog, dust, etc. has been done.

FIG. 5 is a graph for explaining the reason why the lower limit values of the detectable signal amplitude are different between the first detector 104 and the second detector 105. In the graph of FIG. 5, the horizontal axis shows time, and the vertical axis shows the amplitude of the signal depending on the intensity of light. Furthermore, the amplitude L1 indicates the lower limit of the detectable amplitude of the first detector 104, and the amplitude L2 indicates the lower limit of the detectable amplitude of the second detector 105.

FIG. 5(a) shows the amplitude of a signal over time according to the intensity of light irradiated from the light irradiation unit 101 toward measurement area B or measurement area C in an environment where fog, dust, etc. are not generated at the station. It shows changes over time in the amplitude of the signal depending on the intensity of the reflected light that hit the object in the measurement area B or the measurement area C and returned. In this case, the wave W1 shows the change over time in the intensity of the irradiated light, and the wave W2 shows the change over time in the intensity of the reflected light that hits the reflecting member 11A or 11B and returns.

As shown in FIG. 5(a), the amplitude of the signal corresponding to the intensity of the reflected light that hits the reflecting member 11A or 11B and returns is smaller than the lower limit L2 of the detectable signal amplitude of the second detector 105. It's also big. Therefore, in the measurement area B and the measurement area C, the distance to the reflecting member 11A and the reflecting member 11B is 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. be done.

FIG. 5(b) shows the change over time of the amplitude of the signal according to the intensity of the light irradiated toward the measurement area A from the light irradiation unit 101 and the measurement in an environment where there is no fog, dust, etc. at the station. It shows the change over time in the amplitude of the signal according to the intensity of the reflected light that hit the object in area A and returned. In this case, the wave W3 shows the change over time in the intensity of the irradiated light, and the wave W4 shows the change over time in the intensity of the reflected light that hits the front of the train and returns.

As shown in FIG. 5(b), the amplitude of the signal corresponding to the intensity of the reflected light that hits the front of the train and returns is smaller than the lower limit L2 of the signal amplitude that can be detected by the second detector 105; The amplitude is larger than the lower limit L1 of the detectable signal of the first detector 104. Therefore, in the measurement area A, the distance to the front 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. 5(c) shows the amplitude of the signal over time according to the intensity of the light irradiated 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 changes over time in the amplitude of the signal depending on the intensity of the reflected light that hit the object in the measurement area B or the measurement area C and returned. In this case, the wave W5 shows the change over time in the intensity of the irradiated light, the wave W6 shows the change over time in the intensity of the reflected light that hits fog, dust, etc. and returns, and the wave W7 shows the change over time in the intensity of the reflected light that hits the reflective member 11A or 11B and returns. The figure shows the change over time in the intensity of the reflected light.

As shown in FIG. 5(c), the amplitude of the signal corresponding to the intensity of the reflected light that hits fog, dust, etc. and returns is larger than the lower limit L1 of the signal amplitude that can be detected by the first detector 104. , is smaller than the lower limit 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 11B and returns is larger than the lower limit 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, based on the time T3 from the timing of the wave W5 to the timing of the wave W6, instead of the distance to the reflecting member 11A or 11B, the fog, The distance to the dust etc. will be calculated. However, when the detection result of the second detector 105 is used, the distance to the reflecting member 11A or 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 with a low lower limit of the detectable amplitude is used to detect the object in the measurement area A, and the detectable amplitude is used to detect the objects in the measurement areas B and C. By using the second detector 105 with a high lower limit value, in any of the cases shown in FIGS. 5(a) to 5(c), it is possible to The distance to (the front of) 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 toward the measurement area A from the light irradiation unit 101 in an environment where fog, dust, etc. are generated at the station. , shows the change over time in the amplitude of the signal according to the intensity of the reflected light that hit the object in the measurement area A and returned. In this case, the wave W8 shows the change over time in the intensity of the irradiated light, the wave W9 shows the change over time in the intensity of the reflected light that hits the front of the train and returns, and the wave W10 shows the change over time in the intensity of the reflected light that hits the front of the train and returns. It shows the change in intensity over time.

In the example of FIG. 5(d), the amplitude of the signal corresponding to the intensity of the reflected light that hits the fog, dust, etc. and returns, and the amplitude of the signal that corresponds to the intensity of the reflected light that hits the front of the train and returns, are both: It is larger than the lower limit L1 of the amplitude of the signal that can be detected by the first detector 104, and smaller than the lower limit L2 of the amplitude of the signal that can be detected by the second detector 105. Therefore, in this case, the distance to the front of the train will not be 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, wave W9 is detected before wave W10, so based on time T5, the distance to fog, dust, etc. is not the distance to the front of the train. It will be calculated.

Therefore, the distance measuring device 12 has a train position specified based on the distance to the object in measurement area B and measurement area C, and a train position specified based on the distance to the object in measurement area A. A mechanism is provided to prevent erroneous notification of the train's position by not using the train position identified based on the distance to the object in measurement area A if there is no consistency. ing. The mechanism will be explained in conjunction with the explanation of the operation of the distance measuring device 12, which will be described later.

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

The first timer 106 measures the time from the timing when the light irradiator 101 irradiates light to the timing when the reflected light detected by the first detector 104 reaches the light receiver 103 . The second timer 107 measures the time from the timing at which the light irradiation unit 101 irradiates light to the timing at which 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 time measurement 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 time measurement 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 transmitting unit 111 transmits a notification indicating the identification 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 explanation of the configuration of the distance measuring device 12. With reference to FIG. 1, the description of the configuration of the vehicle position identification system 1 will be continued.

The vehicle position identification 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, a manager of a train operating company can check the train status by looking at the screen of the server device 13 or by viewing information transmitted from the server device 13 on a terminal device. In the vehicle position identification system 1, the server device 13 plays a role of transmitting notifications received from the ranging device 12 to an administrator, in addition to normal information such as operation management. Therefore, the server device 13 is communicatively connected to the distance measuring device 12. Furthermore, the server device 13 also plays a role of transferring notifications 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 a train driver, and plays the role of transmitting notifications sent from the distance measuring device 12 via the server device 13 to the train driver. Although only one terminal device 14 is shown in FIG. 1, the vehicle position identification system 1 includes a large number of terminal devices 14 according to the number of train drivers.

The above is an explanation of the configuration of the vehicle position identification system 1. Next, the operation of the distance measuring device 12 will be explained.

FIG. 6 is a diagram illustrating a flow of processing performed by the distance measuring device 12 to determine the operation mode. The distance measuring device 12 has a dual detection mode in which the vehicle position is determined using both the detection result of the first detector 104 and the detection result of the second detector 105, and a dual detection mode that uses only the detection result of the first detector 104. The system operates in either a single detection mode, in which the vehicle's location is determined by the vehicle, or a stop mode, in which the vehicle's location is not determined. The flow in FIG. 6 is a flow for the distance measuring device 12 to determine its own operation mode. For example, every predetermined period of time during a period when there are no trains on the track to be monitored by the distance measuring device 12, Alternatively, it is executed a predetermined time before 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 the distance e measured in step S101 substantially matches the distance E, and whether the distance f measured in step S102 substantially matches the distance F. (Step S103). Note that two distances substantially matching means that the difference between these distances is within an allowable error range.

As described above, the distance measuring device 12 uses the detection results of the second detector 105 to detect the reflections returning from the reflecting members 11A and 11B even in an environment where there is fog, dust, etc. Waves can be detected correctly. Therefore, the determination result in step S103 is usually "Yes". In that case, the distance measuring device 12 sets its own operation mode to the dual detection mode (step S104), and ends the series of processing according to the flow of FIG. 6.

However, for example, if the reflecting member 11A or 11B is covered with snow, the distance measurement in step S101 or step S102 will fail. 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 has stopped, the distance measuring device 12 uses the detection result of the first detector 104 to accurately measure the distance to the front of the train even if the reflective member 11A or 11B is covered with snow. can. Therefore, the administrator who has received the abnormality notification can, for example, operate the server device 13 to instruct the vehicle position identification system 1 to continue operating in the single detection mode. In that case, the distance measuring device 12 receives an instruction to continue operation from the server device 13.

After 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). If an instruction to continue operation has been received (step S106; Yes), the distance measuring device 12 sets the operation mode of the device itself to single detection mode (step S107), and ends the series of processes according to the flow in FIG. 6.

On the other hand, in the determination at step S106, if an instruction to continue operation has not been received (step S106; No), the distance measuring device 12 sets its own operation mode to the stop mode (step S108), and the flowchart shown in FIG. Finish the series of processing according to.

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

First, the distance measuring device 12 measures the distance d to the object in the measurement area A using the detection result of the first detector 104 (step S201). Subsequently, the vehicle position specifying unit 110 of the distance measuring device 12 specifies 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 in FIG. 8 shows the correspondence between the distance d to the front of the train detected in measurement area A and the position of the train in that state based on the stopping position (first vehicle position). . Note that instead of the conversion table, a conversion formula that plays a similar role may be used.

The description of the flow of the dual detection mode will be continued with reference to FIG. Following the process in 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).

Next, the vehicle position specifying unit 110 of the distance measuring device 12 specifies the approximate vehicle position (hereinafter referred to as "second vehicle position") based on the measurement results in step S203 and 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 in FIG. 9 shows conditions regarding the distance e to the measured object in measurement area B, the distance f to the measured object in measurement area C, and the second vehicle position when the conditions are satisfied. It shows the relationship between

The description of the flow of the dual detection mode will be continued with reference to FIG. Following the process in step S205, the vehicle position specifying unit 110 of the distance measuring device 12 determines whether or not there is consistency 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 when determining whether there is consistency between the two vehicle positions in step S206. The consistency table in FIG. 10 shows the conditions for the first vehicle position and the second vehicle position when consistency is achieved.

The description of the flow of the dual detection mode will be continued with reference to FIG. If the conditions in any row of the matching table in FIG. Instructs the transmitter 111 to notify the location of one vehicle. In accordance with this instruction, the transmitting unit 111 transmits a notification of the first vehicle position to the server device 13 (step S207), and ends the series of processes according to the flow of FIG. 7.

On the other hand, if the conditions in any row of the consistency table in FIG. 2. Instructs the transmitter 111 to notify the position of the two vehicles. In accordance with this instruction, the transmitter 111 transmits a notification of the second vehicle position to the server device 13 (step S208), and ends the series of processes according to the flow of FIG. 7.

Note that if the two vehicle positions are not consistent, the first detector 104 may detect light that is not reflected light from the front of the train due to the influence of fog, dust, etc. It is assumed that there are cases where In that case, the first vehicle position does not represent the correct vehicle position. On the other hand, the second vehicle position is almost unaffected 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 second vehicle position.

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

First, the distance measuring device 12 measures the distance to the object in the measurement area A 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. In accordance with this instruction, the transmitter 111 transmits a notification of the first vehicle position to the server device 13 (step S303), and ends the series of processes according to the flow of FIG. 11.

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

According to the above-mentioned vehicle position identification system 1, the train driver can know the position of the train when the train is about to stop at a station in substantially real time, so the train driver can easily stop the train at a desired stopping position. . In addition, a train manager or the like can check whether the train has correctly stopped within the stopping area at the station.

In the case of the vehicle position specifying system 1, the position of the vehicle is specified by irradiation of measurement light, so the position of the vehicle is correctly specified even in darkness such as at night, and the driver etc. is notified. Further, in the case of the vehicle position identification system 1, even if fog, dust, etc. occur at a station, at least the approximate vehicle position (second vehicle position) is correctly identified and notified to the driver and the like.

[Modified example]
The embodiments described above may be modified in various ways within the scope of the technical idea of the present invention. Examples of these modifications are shown below. Note that two or more of the following modifications may be combined as appropriate.

(1) In the above-described embodiment, part of the processing performed by the distance measuring device 12 may be performed by another device. For example, the distance measuring device 12 may transmit 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 may have the function of the vehicle position identification unit 110 and identify the vehicle position based on the distance indicated by the data received from the distance measuring device 12.

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

(3) In the embodiment described above, the number of reflective members arranged to identify the second vehicle position on one track is two (reflective member 11A and reflective member 11B), but three. The above reflecting member may be arranged to specify the second vehicle position. The greater the number of reflective members arranged at regular intervals in the traveling direction of the vehicle, the more precisely the second vehicle position 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 to notify the administrator or driver. Predetermined processing using location is not limited to notification. For example, vehicle brake control (control that does not involve driver operation) may be performed based on the vehicle position specified by the distance measuring device 12.

DESCRIPTION OF SYMBOLS 1... Vehicle position identification system, 12... Ranging device, 13... Server device, 14... Terminal device, 101... Light irradiation part, 102... Two-dimensional optical scanning device, 103... Light receiving part, 104... First detector, 105 ...Second detector, 106...First timekeeping section, 107...Second timekeeping section, 108...First distance calculation section, 109...Second distance calculation section, 110...Vehicle position identification section, 111...Transmission section.

Claims (3)

irradiate the vehicle with light, identify the first position of the vehicle based on the reflected light from the vehicle, and identify the first position of the vehicle based on the reflected light from each of a plurality of reflective members arranged at prescribed intervals in the traveling direction of the vehicle. identifying a second position of the vehicle by identifying a reflective member where light is blocked ;
A vehicle position identification system that determines whether the first position and the second position are consistent, and identifies the position of the vehicle based on the determination of the consistency . The vehicle position specifying system according to claim 1 , wherein when the consistency exists, a predetermined process is performed using the first position, and when there is no consistency, a predetermined process is performed using the second position. 3. The vehicle position identification system according to claim 1, wherein the detector having the lower limit value of the light intensity to be detected detects reflected light from the vehicle, and the detector having the higher limit value detects reflected light from each of the plurality of reflective members.

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