JP2005041427A - Collision safety device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision safety device involving a person at personal collision of a train. <P>SOLUTION: The collision safety device is provided with an air bag having a central part most forwardly projected viewing from a direction vertical to a track laid surface and a position of 1 meter or less than the track most forwardly projected and completely covering/hiding a connector. The air bag is provided with a plurality of grips comprising a flexible material and gripped by a person; a bag upwardly opened and storing the person after the collision; a bundling string; and a plurality of holes for penetrating the bundling string, and is further provided with a winding up means for winding up the string by operation from a driver's base. Further, the collision safety device is provided with a camera for photographing an advancement direction of the vehicle; an image processing means for recognizing at least the track and detecting an obstacle by image-processing the image inputted from the camera; and a determination means for instructing operation of the air bag against the obstacle detected by the image processing means. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

The present invention relates to a collision safety device, and more particularly to a collision safety device effective for interpersonal collision in a railway vehicle.

FIG. 7 is a diagram for explaining an interpersonal collision in a conventional railway vehicle. Reference numeral 1 'denotes a leading vehicle, and 12 denotes an obstacle (also referred to as a skirt). The distractor 12 provided in front of the front vehicle 1 wheel is mainly used for collision with a large obstacle such as an automobile or a rock on the track, and wraps them under the vehicle body or damages the carriage. The main purpose is to prevent it. Therefore, except for trams, etc., the distance between the track and the lower end of the evacuator is relatively wide, and the effect of preventing people who fall from the platform from being involved cannot be expected.

In addition to the above, as a prior art related to the present invention, there is known a technique in which a bag-like body is attached to a leading vehicle of a train in a folded state, and the bag-like body is inflated with compressed air by a driver's operation in an emergency (for example, , See Patent Document 1).

As another conventional technology, a car is equipped with a nested air bag at the top of the vehicle, detects the speed of the obstacle, monitors whether it is within the limit distance, and considers other conditions to comprehensively predict the collision. What operates a bag is known (for example, refer patent document 2).

JP-A-9-315240 JP 2001-122060 A

As described above, in the conventional technology, since the distance between the track and the lower end of the distracter is wide, a person who falls from the platform is caught under the vehicle as it is, causing a serious injury. In addition, although publicly known document 1 can mitigate the impact on a collision object including a person by an air bag, no special consideration has been made for keeping a person in a safe state after a collision, and it is not on a track or road surface. There was a risk of involving a fallen person.

In view of the above problems, the present invention is to provide a collision safety device that effectively prevents damage from interpersonal collision in a railway vehicle.

In order to achieve the above object, the collision safety device of the present invention includes an airbag that is a flexible bag, a cylinder that stores air to be fed into the airbag, a valve that connects the airbag and the cylinder, And a switch means for instructing opening and closing of the valve, wherein the airbag has a shape as viewed from a direction perpendicular to the track laying surface, and a central portion protrudes forward most. And

Further, the airbag has a shape viewed from the side surface in the traveling direction, and a position of 1 meter or less from the track protrudes forward most and completely covers the connector.

In addition, the airbag includes a plurality of handles made of a flexible material and gripped by a person, and a bag that opens upward and accommodates a person after a collision.

The airbag includes a string and a plurality of holes through which the string passes, and the collision safety device includes a winding unit that winds the string by an operation from a driver's cab.

Further, a camera that captures the vehicle traveling direction, an image processing means that performs image processing on the video input from the camera to recognize at least a trajectory and detects an obstacle, and an obstacle detected by the image processing means And a collision detection unit including a determination unit that instructs opening and closing of the valve.

ADVANTAGE OF THE INVENTION According to this invention, the damage of the person collision in a vehicle can be suppressed.

Hereinafter, the present invention will be described by way of examples. However, the following examples do not limit the claimed invention, and all combinations of features described in the examples serve as means for solving the invention. It is not always essential.

FIG. 1 is a schematic view during operation of the present embodiment. 1 is the leading vehicle, and 2 is the track. Reference numerals 11a and 11b denote airbags that are provided at the leading portion of the leading vehicle 1 and function as shock absorbers, and 111 is a reinforcing material that is provided at least on the rail contact surface of the bottom portion of the airbag 11b and prevents damage to the airbag.

The airbags 11a and 11b are flexible bags and are inflated by sending compressed air or the like. The material of the air bag may be rubber like a tire tube, but it does not necessarily need to be completely airtight. For high-speed operation, it is a lightweight, thin and strong (hard to break) fiber (such as nylon). Is better. As shown in the front view, the shape of the air bag 11 is substantially the same as the width of the leading vehicle 1, avoiding unnecessary contact with objects that are not in danger of collision, and operating at the station platform as well. It can be done. Further, as shown in the top view, a portion corresponding to the center of the vehicle width projects, and a force that pushes a person who collides near the side out of the track works. The angle between the vehicle width direction and the airbag side outline (relief angle) is preferably as large as possible within a realistic range, and the force at the time of collision can be released to the side. Also, as shown in the side view, from the ground on which the track was laid, the position that is the same as or lower than the height of the center of gravity of the person standing up has a shape that protrudes most forward, Since it is lifted upward, it becomes difficult to get caught under the vehicle body.
The leading vehicle is usually provided with a connector 13, which protrudes. In this embodiment, the airbag is provided with two upper and lower airbags sandwiching the connector so that the connector is completely covered. The central part of 11a and 11b is inflated. The upper surface of the airbag 11a has a height that hardly disturbs the view from the cab. The bottom surface of the airbag 11b may be in contact with or away from the track during operation, but the airbag is deformed and pressed against the track 2 and the spoiler 12 at the time of a collision so that a person is not caught under the vehicle body. When the person lies down in the vehicle traveling direction in the center of the track, the person can pass under the airbag 11b and the spoiler 12.

The reinforcing material 111 is, for example, a fiber fabric that is flexible and resistant to friction, and is sewn or bonded to at least the rail contact surface of the bottom of the airbag 11b.

In order to prevent the airbag 11 from rupturing and damaging a person, it is desirable that the front vehicle 1 has a smooth front surface as much as possible and has no projections due to headlamps, handrails, or the like. However, the effect of the present invention can be expected even if the present embodiment is applied to a conventional vehicle having such protrusions.

In the present embodiment, the spoiler 12 also functions to support the airbag 11b so that it does not fall under the vehicle body. Therefore, the height of the lower end of the spoiler should be the same as or slightly lower than that of the conventional one, for example, the same height as the upper part of the vehicle attached to the lower body of the train in the automatic train control device (ATC). It is desirable that the spoiler 12 has no projection like the leading vehicle 1, the wiring of the brake hose and the electromagnetic direct brake is accommodated, and other communication between the vehicles is desirably performed wirelessly without a cable. Further, it is desirable that there is no large step between the spoiler 12 and the leading vehicle 1.

FIG. 2 is a schematic view before the operation of the present embodiment. The airbags 11a and 11b are folded into a horizontally long shape by zigzag folding or the like and stored at the tip of the leading vehicle. As a storage method, it is desirable to have a storage recess in the front of the front vehicle, and to store the airbag in it and cover it with a lid. A method of restraining the bag 11 with a belt while bare is simple. The belt is fixed by means of, for example, a velcro tape for clothing, a snap button, or the like so that the restraint can be reliably released by the force with which the airbag 11 is inflated. Alternatively, the airbag provided outside the leading vehicle 1 may be covered with a synthetic resin storage cover so that the airbag is detached and dropped when the airbag is activated.

FIG. 3 is a piping diagram of the pneumatic system of the present embodiment. 14 is a control valve that opens when the airbag is operated, 15 is a cylinder that stores compressed air to be sent to the airbag, 16 is a compressor that compresses air, 17 is a check valve that prevents backflow to the compressor or other system, Reference numeral 18 denotes a safety valve for preventing an excessive pressure from being applied to the airbag, and reference numeral 19 denotes an air vent valve for releasing air from the airbag after the operation.

Next, FIG. 3 will be described in the order of operation. First, compressed air produced by the compressor 16 is sent into the cylinder 15 through the check valve 17 in normal times. The pressure stored in the cylinder is 500 kPa, for example. The compressor 16 is not necessarily provided exclusively for the present invention, and may be supplied from a brake system. In that case, if necessary, a shutoff valve or the like that closes when the flow rate exceeds a threshold value is used together with the check valve 17. good.
When the driver finds a person on the track, the control valve 14 is opened by operating a switch (not shown) on the driver's cab, and compressed air is sent into the airbag to inflate the airbag. The air flow rate is set so that it takes less than 1 to 2 seconds after the switch means is operated until the airbag is completely inflated. That is, the cylinder pressure, capacity, pipe and valve cross-sectional area, and pipe length are selected. For high-speed operation, the pipe from the cylinder to the airbag should be thick and short, and a plurality of inlets to the airbag may be provided more uniformly than one. Even if the internal pressure of the air bag in a properly inflated state is high, the gauge pressure is 100 kPa or less, which is usually not significantly different from atmospheric pressure. If the pressure is too high, the impact on the person at the time of collision becomes too strong, so that the pressure in the airbag is kept below a certain level by the safety valve 18 as necessary. The flow rate of the safety valve is limited, and very little air escapes from the safety valve 18 at the moment of collision. Alternatively, the operation of the safety valve may be actively used to convert the collision energy into air frictional heat or the like. Thereafter, the control valve 14 is closed after a certain time from the operation of the airbag or manually. After the safety of the person is ensured after the collision, the air vent valve 19 is manually opened to squeeze the airbag.

In the present embodiment, the airbag is attached to be horizontally long. However, when there is almost no step between the front surface of the leading vehicle and the spoiler as in a vehicle in which the spoiler is formed integrally with the vehicle body, it can be attached vertically. Further, the number of airbags is not limited to two, and for example, a third airbag that reliably covers the front of the coupler may be provided.

According to this embodiment, since the airbag 11 is manually operated, it is possible to detect the collision and operate the airbag long before the collision while avoiding malfunction. In other words, in the past, even if a person was found on the track, there was a possibility that passengers on the track and the safety of the passenger could evacuate, so there was a possibility of collision without resulting in immediate maximum braking. In the present embodiment, safety can be enhanced by operating the airbag without such a bag. Even if it is realized with a compressed air airbag that is slower in inflation than those for manual operation and automobiles as in this embodiment, the train must run on the track and access to obstacles from outside is limited. Since the change of the dangerous situation is slower than that of the car, it can cope with it.

Similar to the first embodiment, the collision safety device according to the present embodiment includes an airbag 11 that is a flexible bag, a cylinder 15 that stores air fed into the airbag, and a valve that connects the airbag 11 and the cylinder 15. 14 and switch means for instructing opening and closing of the valve. Further, the present embodiment is provided with a collision detection device for automatically finding a person on the orbit, and the airbag 11 is provided with a handle and a bag for preventing a person from falling after the collision.

FIG. 4 is an external view of the airbag of this embodiment. The airbag 11a is provided with a plurality of handles 113 for catching a person who has collided. When the speed at the time of the collision is low, such as when entering the home, the person will be patient until he / she grabs on the handle and stops. The handle 113 is made of a flexible fiber, for example, and is fixed by sewing it to the airbag 11a. It is better that the number of the handles 113 is large in a practical range, or a rope or a net may be partially sewn and held by hands. This handle 113 uses the property that people who are in danger of life grab something, like the proverb “The drowning person also grabs the spear”, and the effect can always be expected. is not.

On the other hand, the airbag 11b includes a net 114 fixed by sewing both ends and lower ends, and functions as a bag because the upper end is open. The airbag 11b includes a columnar projection 115 near the opening of the mesh 114, and the tip of the projection 115 and one end of the upper end of the mesh 114 are coupled. Thus, when the airbag is activated, the projection 115 extends forward to widen the opening of the mesh. If the vehicle speed at the time of the collision is high, the person who collided jumps up on the airbag and stays on the airbag 11 or jumps to the side or rear, but jumps up on the airbag 11. After being pushed, even if a person slips, it falls within the net 114 and can be prevented from falling on the track. If it functions as a bag, it does not necessarily have to be a net, but if it is a net, it can be held and supported. However, the size of the mesh is such that the limbs do not pass so that the human limbs do not get entangled, for example, 1-5 cm.

Personal injury often occurs at stations and railroad crossings, but unless the vehicle speed is slow or there is no space on the side of the vehicle, as in the station, it is more to the side than to jump up. It is often better to push away. Therefore, the air bag is designed so that the central portion inflates most forward when viewed from the direction perpendicular to the track laying surface. A larger clearance angle at both ends of the airbag is desirable because it is easier to be flipped sideways and the impact at the time of collision is reduced. Moreover, by nesting the airbag as in Patent Document 1, or by restricting the deformation of the airbag (protrusion on the side opposite to the collision) with a string or the like so as to be surely pushed to the side of the airbag A sufficient repulsive force against the deformation from the side may be generated. In any case, it is certain that there is less damage to the body than a direct collision with the vehicle body due to the impact absorbing effect of the airbag.

FIG. 5 is a configuration diagram of the collision detection apparatus of the present embodiment. 141 is a camera that captures the front in the traveling direction, 142 is an image recognition unit that detects an obstacle such as a person by image recognition from the captured image, 143 is an antenna that emits a beam forward in the traveling direction and detects a reflected wave, 144 Is a wireless unit that controls the radiation beam and detects the size, distance, relative speed, etc. of the obstacle from the reflected wave, and 145 is the operation of the airbag and information to the driver from the information detected by the image recognition unit 142 and the wireless unit 144 A control unit for controlling the display, 146 is an indicator for warning the driver of the possibility of a collision, 147 is an operator for manually operating the airbag from the driver, and 14 is an inflow of compressed air to the airbag. It is a control valve to control.

The image recognition unit 142 first recognizes the trajectory 2 from the video of the camera 141. The orbit is usually like a mirror with a curvature, so it has two reproducible lines with high reproducibility and high contrast regardless of the light source. In addition, since the camera is fixed to the leading vehicle 1, the position of the lower end (front side) of the track on the video is almost fixed, and the running track can be easily recognized from that position. As the trajectory becomes farther, the interval on the image becomes narrower, but when the trajectory stops before the interval reaches a predetermined value, it is determined that there is an obstacle on the trajectory, and the approximate distance is displayed on the image. Calculate and output from the length from the lower end of the orbit at. Also, assuming two straight lines inclined at a predetermined angle to the left and right from the midpoint of the lower end of the track (the center of the two tracks), the track deviates from that line (if it is a line tilted to the right) The approximate distance of the point where the line and the left trajectory intersect is calculated and output as the intersection distance. Image recognition is updated at intervals of about 1 second or less.

The antenna 143 is a millimeter wave horn antenna, for example, and has a sharp directivity directed in the vehicle traveling direction. The antenna 143 usually includes a frequency converter for converting to a millimeter wave. A means for detecting a frequency shift due to the Doppler effect may also be incorporated.

The radio unit 144 outputs a signal for causing the antenna to emit a burst wave, and measures the reception level of the reflected wave, the time from emission to reception, and the frequency shift. Then, the magnitude of the reception level obtained by correcting the attenuation due to distance in the time from launch to reception is compared with a predetermined threshold value, and when it exceeds the threshold value, it is determined as an obstacle. In addition to distance, rain attenuation may be considered.

When the image recognition unit 142 detects an obstacle, the control unit 145 compares the limit distance determined from the current traveling speed of the vehicle (obtained from the rotation of the axle) with the obstacle distance, and displays when the obstacle is far away. A warning is displayed on the device 146, and when close, the control valve 148 is opened. If the stop button of the operating device is pressed while the warning is displayed, the detection of the obstacle is ignored, and the control valve does not operate unless the operating button of the operating device is pressed. When the wireless unit 144 detects an obstacle, the crossing distance output by the image recognition unit 142 and the obstacle distance output by the wireless unit 144 are compared, and nothing is performed when the obstacle distance is far, and a warning is given when the obstacle is close. When the distance is shorter than the limit distance, the control valve 148 is opened. By doing in this way, even when the track is curved, it is possible to prevent the detection of an electric pole or sign near the track as an obstacle. The image recognition apparatus can also detect small obstacles (such as stones) on the orbit.

Similarly to the first embodiment, even when the image recognition unit 142 and the wireless unit 144 detect nothing, the control valve 148 is immediately opened when the driver operates the operation button. Further, when the stop button is pressed after the airbag is activated, the air vent valve 19 may be opened to squeeze the airbag.

The collision safety device according to the present embodiment has the same configuration as that of the second embodiment, but includes two cameras instead of the radar so that a stereo view can be obtained, and an obstacle on the orbit can be accurately recognized only by the image recognition unit. The second embodiment is different from the second embodiment in that a string is passed through the airbag to accommodate the airbag and a string winding mechanism is provided.

The collision detection apparatus of this embodiment includes cameras 141a and 141b, an image recognition unit 142 ', a control unit 145, a display unit 146, an operation unit 147, a control valve 148, and a fixed release unit 149. Cameras 141a and 141b are oriented at regular intervals and usually parallel to form a stereo camera. In order to identify an object, a color camera, an infrared camera, or a combination thereof may be better than monochrome. In addition, it is better that the dynamic range is large and the lens has a deep focal depth.

The image recognizing unit 142 'extracts at least the image of the camera 141a or 141b from the trajectory along which the host vehicle travels as in the second embodiment. In addition, the width of the trajectory (on the image) is obtained for each point on the trajectory, and the position of the width obtained by multiplying the constant by a constant and obliquely on both sides of the trajectory at a constant angle. Then, the next image processing is performed only in the area inside the line connecting the points, that is, in the vicinity of the trajectory. The constant constant is 0.5, for example, and the region is substantially trapezoidal. In the next image processing, a contour is detected based on changes in brightness, hue, etc., and an object on the trajectory is recognized. Then, the distance between the object and the background of the object is calculated based on the principle of stereo vision. The constants and angles are set so as to exclude utility poles, signs, and other equipment along the track, but if this is difficult, the characteristic colors and shapes of the utility poles and equipment are considered as obstacles at the object recognition stage. You may process so that it may not be recognized. For example, when an object is gray and a vertical contour is detected, it is not recognized as an obstacle. Also, it is desirable not to detect an object such as a side wall or a platform that is substantially parallel to the track and whose distance is detected continuously as an obstacle. For example, when a straight line (curve with a small curvature) from the lower left to the center of the video is detected, the outside is excluded from the image processing area. In addition, as the background of the object for calculating the distance, the background of the upper part or the left and right of the object is used so that a difference in distance is likely to occur. When a difference exceeding the error range is detected in the distance between the object and the background, it is determined that there is an obstacle there. This can eliminate shadows and the like. Finally, the obstacle distance and the size (area) of the obstacle on the image are output.

As in the second embodiment, the control unit 145 performs display on the display unit 146 and opening / closing of the control valve 147 from the obstacle distance output by the image recognition unit. Further, at the same time as displaying a warning on the display unit, the fixing release unit 149 releases the fixing of the hoisting machine.

FIG. 6 is an external view of the airbag of this embodiment. Each of the airbags 11c and 11d has a plurality of holes 117 through which the bundled cord 116 passes. As shown in the figure, the hole 117 may be formed by sewing a belt-like fiber on the airbag to form a hole with the airbag and the belt, or by sewing a piece of cloth with a piece of eyelet as a hole. good. The airbags 11c and 11d also have a bundled string 116, respectively. One end of the bundled string is sewn below each airbag, and the other end is attached to a winder (not shown). The bundled string is passed through the corresponding holes, and the airbag can be bundled when the bundled string is wound up from the upper part of the airbag attachment portion by a winder. Although the number of bundled strings is two each in FIG. 6, it is not limited to this. The hoisting machine may be manual or automatic. In the hoisting machine, the claw preventing rewinding is released by the unlocking device 149 before the operation of the air bag, so that the bundled cord 116 can be freely stretched and the air bag can be inflated without any problem. The air vent valve 19 can also be operated from the cab. After the air bag is activated, the air vent valve 19 can be deflated and the air bag can be bundled by the hoisting machine. In addition, the train can continue to operate without delay, and when the person is found again on the track, the airbag can be operated, so that there is less of a tendency for the airbag operation.

The application of the present invention is not limited to railways, and if the speed of the operation of the air bag is increased, it will be suitable for automobiles, particularly cab-over type trucks and buses.

Schematic during operation of Example 1 Schematic before operation of Example 1 Piping diagram of pneumatic system of Example 1 External view of airbag of embodiment 2 Configuration diagram of collision detection apparatus of embodiment 2 External view of the airbag of Example 3 The figure explaining the interpersonal collision in the conventional railway vehicle

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Lead vehicle, 2 ... Track, 11 ... Air bag, 12 ... Discharger (spoiler), 13 ... Coupler, 14 ... Control valve, 15 ... Cylinder, 16 ... Compressor, 17 ... Check valve, 18 ... Safety valve 19 ... Air vent valve,
DESCRIPTION OF SYMBOLS 111 ... Reinforcing material, 112 ... Band, 113 ... Handle, 114 ... Net, 115 ... Projection, 116 ... Bundling string, 117 ... Hole.

Claims (5)

A collision comprising: an airbag that is a flexible bag; a cylinder that stores air to be sent to the airbag; a valve that connects the airbag and the cylinder; and switch means that instructs opening and closing of the valve A safety device,
The collision safety device according to claim 1, wherein a shape of the airbag as viewed from a direction perpendicular to the track laying surface has a central portion protruding most forward. 2. The collision of a railway vehicle according to claim 1, wherein the airbag has a shape as viewed from the side in the traveling direction and protrudes forward most at a position of 1 meter or less from the track and completely covers the connector. Safety device. 2. The collision safety device according to claim 1, wherein the airbag comprises a plurality of handles made of a flexible material and gripped by a person, and a bag that opens upward and accommodates a person after the collision. . The airbag includes a string and a plurality of holes for passing the string,
2. The collision safety apparatus according to claim 1, wherein the collision safety apparatus includes a winding unit that winds up the string by an operation from a driver's cab. A camera that captures a vehicle traveling direction; an image processing unit that performs image processing on an image input from the camera to recognize at least a trajectory and detects an obstacle; and the valve for the obstacle detected by the image processing unit The collision safety device according to claim 1, further comprising: a collision detection unit including a determination unit that instructs opening / closing of the collision detection unit.

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