JP2012240519A - Method and device for detection of train stop position - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow installation at low cost to any route, and to accurately detect a train stop position without taking time or labor in maintenance or inspections of a device.SOLUTION: In the detection method of the train stop position P, a distance sensor 3 for irradiating the front surface of a train T during a stop operation with spot-like measurement light 2 while performing scanning in a line shape along right and left directions is used to measure a distance from the distance sensor 3 to the front surface of the train T, and the stop state and stop position of the train T are detected on the basis of the measured distance.

Description

  The present invention relates to a detection method and a detection device for detecting a train stop position of a train traveling on a track.

As is well known, a train that has entered the platform of a station stops at a preset target stop position on the platform, and then the train door is opened and closed for passengers to get on and off.
However, there are situations where the train stops at a position exceeding the target stop position due to various causes (overrun) or stops without reaching the target stop position. Needless to say, when such a situation such as overrun occurs, inconveniences such as passengers being unable to get on and off smoothly occur.

It is necessary to notify the train operator, conductor, and station staff as soon as possible about this abnormal stop situation such as overrun, but currently the train stop position is recognized regardless of whether it is normal stop or abnormal stop. The current situation is that we have to rely on the visual inspection (manpower) of station staff.
By the way, in recent years, on the Shinkansen, conventional lines, and subways, movable fences and platform doors have been installed on platforms as one of the safety measures aimed at preventing passengers from falling from the platforms and contact accidents with trains. It is getting installed.

  In such movable fences and platform doors, the door is provided in accordance with the position of the train door stopped at the target stop position, so that the train is reliably stopped at the target stop position and the platform door is opened and closed. Is required to determine whether the train is stopped within the target stop position or within an allowable range before and after the target stop position. At present, such a judgment must be relied upon visually (manually) by a station attendant or the like.

Therefore, the applicants of the present application have already developed a technique as disclosed in Patent Document 1.
Patent Document 1 is a position detection device for detecting the position of a moving body, and is an image sensor installed so as to be able to capture an image of the moving body together with an image of a background of the moving body, and the image sensor. By comparing a base image that is an image in which the moving body is not captured and a detection image that is an image in which the moving body is captured, the position (particularly, the top position) of the moving body is determined. A position detection device including a position detection unit for detection is disclosed.

By using this technology, it is possible to know the detection position of a train, and it is possible to support opening / closing of a home door and to automatically recognize an abnormal stop situation such as overrun.
Patent Document 2 discloses a technique for calculating a stop position of a train by a method different from that of Patent Document 1.
That is, Patent Document 2 discloses a system that divides a track into a plurality of sections and detects where the train is located in the divided sections. This system is also provided with detection means for detecting the train speed of the traveling train in a non-contact manner, and it is determined whether the train is stopped based on the detected train speed, and the train is stopped. The stop position of the train can also be determined based on the on-line section determined to be.

JP 2008-298501 A JP 2010-52556 A

By using the technique described in Patent Document 1, it is possible to detect the train stop position of the train almost certainly.
However, since the technique of Patent Document 1 employs an image processing method using a camera, there are difficulties in camera installation and securing a field of view depending on the environment of the platform that employs this technique. In addition, the camera mounting angle and mounting position change due to vibrations accompanying the approach of the train, and there is a trouble in terms of maintenance such that periodic calibration is required.

  On the other hand, the technique of Patent Document 2 is premised on the use of a system that manages and monitors train operations in an integrated manner, such as ATO and TASC. However, since such a large-scale control system requires a large cost for introduction, it has been introduced only to some routes, and routes (station platforms) that can employ the technology of Patent Document 2 are limited. It will be something.

That is, if the train is automatically stopped using ATO, TASC, or the like, the train deceleration pattern is constant, so there is a possibility that the train stop position can be determined relatively accurately based on the train speed. However, when the train is manually stopped, it is very difficult to specify the stop position of the train.
For example, whether to slow down the train moderately before the stop position by applying the brakes earlier or to stop the train in a short time just before the stop position by slowing down the brakes depends on the skill, experience, and operation of the driver. It varies greatly depending on the situation. Further, when the train is actually operated, the train once decelerated may be re-accelerated before the stop position. Naturally, the technique of Patent Document 2 cannot cope with such a case where the train is manually stopped.

  The present invention has been made in view of the above problems, and can accurately detect a train stop position while being able to be introduced on any route at a low cost. It is an object of the present invention to provide a train stop position detection method and a detection device that are not troublesome for maintenance and inspection and are excellent in convenience.

In order to achieve the above object, the present invention takes the following technical means.
That is, the method for detecting a train stop position according to the present invention uses a distance sensor that irradiates a front surface of a train during a stop operation while scanning a spot-like measurement light in a line along the left-right direction. The distance from the distance sensor to the front of the train is measured, and the stop state and stop position of the train are detected based on the measured distance.

Preferably, the distance from the distance sensor to the front of the train is continuously measured at regular intervals, and the train stops when the continuously measured distance change amount is equal to or less than a predetermined threshold. If it is determined that the train has stopped, the stop position of the train may be estimated based on the measured distance.
Preferably, the measurement light is irradiated in front of the traveling direction of the train and obliquely in the left-right direction.

Preferably, the measurement light is applied to a coupler provided in front of the train.
A distance sensor that measures the distance from the distance sensor to the front surface of the train by irradiating the front surface of the train being stopped while irradiating the spot-shaped measurement light in a line along the left-right direction,
On the other hand, the train stop position detection device according to the present invention includes a detection unit that detects a stop state and a stop position of a train by the above-described train stop position detection method. is there.

  According to the train stop position detection method and detection apparatus according to the present invention, the train stop position can be accurately detected while being able to be introduced at any cost on any route. Therefore, it is possible to exhibit excellent convenience without requiring any trouble in maintenance and inspection.

It is a perspective view which shows the detection apparatus of the train stop position of 1st Embodiment. (A) is a front view of the detection device, and (b) is a plan view of the detection device. (A) is a figure which shows the positional relationship of a distance sensor and a train, (b) is a figure for demonstrating the judgment method in a detection part.

Hereinafter, embodiments of a detection method and a detection apparatus for a train stop position P according to the present invention will be described with reference to the drawings.
The detection device 1 for a train stop position P according to the present invention is installed at a platform of a station such as a Shinkansen, a conventional line, a new transportation system, and a subway, and detects a train stop position P of a train T that stops at this platform. Is.

The train T here includes various traveling bodies that travel on the track, such as trains, monorails, and trams. Further, in the following description, “train stop position P” means a position where the train T has actually stopped, and “stop target position P _O ” means that the train T stops as a target in the station premises. It means a predetermined position on the track. In addition, the right / left direction facing the traveling direction of the train T is defined as the right / left direction in the description.

As shown in FIG. 1, the detection device 1 according to the present embodiment irradiates the front surface of the train T during the stop operation with the measurement light 2 and measures the distance to the front surface of the train T. The detection unit 4 detects a stop state and a stop position (train stop position P) of the train T based on the distance measured by the distance sensor 3.
Note that this "stopped operation" means that a state in which the train T in order to stop the target stop position P _O described above are decelerated manually or automatically.

The distance sensor 3 is a non-contact distance meter that uses spot laser light as the measurement light 2 and is called a laser distance meter. This distance sensor 3 is provided further in front of the stop target position P _{O in the} traveling direction of the train T with reference to a stop target position P _O provided in advance on the platform (platform) as a stop target of the train T. .
The distance sensor 3 has a measurement range (range of the measurement light 2) of at least about several tens of meters (for example, about 20 m), and is several meters from the stop target position P _O toward the front in the traveling direction of the train T. The distance sensor 3 is installed at a position separated by about (10 m in the illustrated example). As a specific installation location of the distance sensor 3, it may be installed on the platform or may be installed in a vacant space under the platform. The distance sensor 3 is installed at a position that can be irradiated in front of the traveling direction of the train T and obliquely from the left-right direction. In addition, although mentioned later in detail, it is preferable to arrange | position the distance sensor 3 so that the measurement light 2 may be irradiated aiming at the coupler 5 provided in the front surface of the train T.

The distance sensor 3 irradiates the measurement light 2 toward the front surface of the train T so as to scan while reciprocating on a straight line along the left-right direction of the front surface of the train T (so as to form a one-dimensional line scan). ing.
The distance sensor 3 measures the distance from the distance sensor 3 to the front surface of the train T by receiving the reflected light of the irradiated measurement light 2. The measurement light 2 is emitted from the distance sensor 3 at a constant cycle (about several tens of kilohertz), and the distance is measured each time the irradiation is performed.

  The measurement light 2 emitted from the distance sensor 3 is a laser beam (with an output of about 10 mW) that has little diffusion and excellent straightness. Among these laser beams, the measurement beam 2 is not a visible light region (wavelength 360 nm to 800 nm) but a near infrared region (wavelength 800 nm to 1 μm) in consideration of entering the driver's eyes. It is desirable to use light. Such a laser in the near-infrared region is an invisible light beam that cannot be visually recognized by human eyes, so that the laser light does not hinder the driving operation or visual confirmation of the driver. In addition, as described above, instead of continuously irradiating a specific angle, it scans a wide angle while repeating short-time irradiation at a constant cycle. There is no damage.

The measurement light 2 is emitted toward the front surface of the train T from the distance sensor 3 described above, but it is preferable that the measurement light 2 is emitted particularly toward the coupler 5 in the front surface of the train T.
This is because the coupler 5 is formed in substantially the same shape and the same height (about 1000 mm from the rail surface) in order to maintain the connection compatibility between different types of trains T, and the installation position thereof is also the train T. It is the same design. Therefore, if the measurement light 2 is irradiated toward the coupler 5, the measurement conditions can be unified even between different types of trains T.

  As shown in FIGS. 1 and 2B, the scanning width of the measuring light 2 in the left-right direction, in other words, the scanning angle should be large, and if the scanning angle is about 90 °, it is detected to the side of the distance sensor. Since it can be an area, it is preferable to have a scan angle of 90 ° or more. By setting such a scan angle, even if the train T is in an overrun state, the measurement light 2 can be irradiated from the right end to the left end of the front surface of the train T. Can be measured.

Therefore, if the measurement light 2 is irradiated so as to scan horizontally to aim at the coupler 5, it can be detected from the distance sensor under almost the same conditions for any train T traveling on the same route regardless of the type of car or formation. The distance to the train T can be measured, and it can be employed without any problem even at stations on the route where the passengers are entering each other. That is, even when the distance sensor 3 is substantially at the same position as the stop target position P _O , the measuring light 2 can be applied to the coupler 5, and the installation position of the distance sensor 3 can be brought closer to the stop target position P _O. It becomes. As a result, it is possible to install the distance sensor 3 with a margin even at a station where there is no margin in the length of the platform.

On the other hand, the detection unit 4 connected to the distance sensor 3 determines that the train T has stopped when the change amount of the distance continuously measured by the distance sensor 3 is equal to or less than a predetermined threshold value. In addition, the stop position of the train T is estimated based on the distance measured when it is determined that the train T has stopped. Specifically, the detection unit 4 includes a personal computer or a sequencer.
Next, signal processing performed by the detection unit 4, specifically, a method for detecting the train stop position P of the present invention will be described. This signal processing is realized by executing a program in a personal computer or sequencer.

First of all, gradually slow down in the train T has been entering the home, consider the case that has been close to the target stop position P _O. At that time, the measuring light 2 is emitted from the distance sensor 3 provided at a position 10 m ahead of the stop target position P _{O in} the traveling direction of the train T, and is irradiated on the front surface of the train T.
It usually takes about 10 milliseconds to 20 milliseconds for the measurement light 2 from the distance sensor 3 to scan from one end to the other end of the measurement angle range. That is, the measurement light 2 on the line is irradiated from the distance sensor 3 at intervals of 10 milliseconds to 20 milliseconds.

FIG. 3B shows a curve of distance data (distance sensor 3 to the front surface of the train T) obtained by irradiating the measurement light 2 six times from t1 to t6.
At this time, the distance sensor 3 measures the distance L to the front surface of the train T and the irradiation angle θ of the measurement light 2 for each irradiation of the measurement light 2. Measurement results obtained in this way is data in polar coordinates represented by an angle and distance, in this state, whether or not difficult to understand the train T is stopped at the target stop position P _O. Therefore, in the detection method of the present invention, the measurement result (polar coordinate data) measured by the distance sensor 3 is converted into orthogonal coordinate data.

  Specifically, as shown in FIG. 3A, the positional information indicated by the distance L measured by the distance sensor 3 and the irradiation angle θ at that time is expressed as (X, Y) = (Lcos θ, Lsin θ). Convert. The XY coordinates are obtained by setting the bisector of the scanning width (scanning angle) as the Y axis for the measurement light 2 scanned in a fan shape as shown in FIG. Thus, both the X-axis and the Y-axis are on the horizontal plane.

The curve of the distance data obtained in this way is plotted with the measurement time (t1 to t6) in the XY coordinate system as shown in FIG.
Based on the distance data plotted on the XY coordinates, the stop of the train T and the detection of the stop position are performed.
Regarding the stop determination of the train T, as shown in FIG. 3B, the distance data measured at a certain time is plotted on the XY coordinates, and the position of the distance data curve plotted at the next time is When it hardly changes (below a certain threshold value), it is determined that the “train T has stopped”. Specifically, the distance data curve at each time having the largest Y coordinate value is selected. This corresponds to the left end of the train T. It is assumed that the train T stops when the amount of movement at this position is the smallest (below a certain threshold). In FIG.3 (b), it can be judged that the train T stopped from time t5 to time t6.

In order to avoid misjudgment in the situation where the difference described above temporarily falls below the threshold due to unexpected reasons such as noise, the state where the difference falls below the threshold continues for a plurality of measurement times. If this happens, it may be determined that the train T has stopped for the first time.
On the other hand, the distance data curve shown in FIG. 3 (b) is similar to the shape of the front surface of the train T. For example, the portion a shown in the curve at time t1 indicates the right end side of the train T, and b Indicates the left end side of the train T. The part shown by c has shown the part of the coupler 5 of the train T. FIG.

  Therefore, a portion (c ′) having the smallest Y value is extracted from the curve at time t6 where the train T is considered to have stopped. The Y coordinate value of c ′ is converted into a coordinate value of a coordinate system with a coordinate axis extending in a direction along the real space coordinate system, for example, the track, and having a preset reference stop position as the origin. The coordinate value y of c ′ on the real space coordinate system is recognized as “train stop position P”. Whether or not the correct stop has been performed can be determined based on whether or not the coordinate value y at that time is within an allowable range with respect to the reference stop position (= set position range, for example, set to the reference stop position ± 700 mm). .

In the above-described detection method of the train stop position P, since the position of the front (front) of the train T is tracked from a position before the position where the train T actually stops, the train T stops before the fixed position range. In case of a case or overrun.
Further, in the case of the distance sensor 3 that irradiates the measurement light 2 in a spot shape without scanning, an accurate distance cannot be measured unless the measurement light 2 is always irradiated to the same position on the train T. That is, the distance sensor 3 must be installed at a mounting position where the relative positional relationship between the train T and the distance sensor 3 does not change even when the train T moves, in other words, at a location facing the front of the train T. . Of course, it is impossible to install a sensor in such a place due to restrictions on the construction limit of the station. However, if the measurement light 2 is scanned in a line shape as in the present invention, the installation space is not limited.

Furthermore, in the above-described method for detecting the train stop position P, calibration of the camera and lens is not necessary, and the correct stop state and stop position can always be measured with high accuracy regardless of the deceleration pattern of the train T.
By the way, it should be thought that embodiment disclosed this time is an illustration and restrictive at no points. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

DESCRIPTION OF SYMBOLS 1 Detection apparatus 2 Measuring light 3 Distance sensor 4 Detection part 5 Coupler (theta) Irradiation angle P Train stop position _PO Stop target position T Train

Claims (5)

Measure the distance from the distance sensor to the front of the train, using a distance sensor that irradiates the front of the train while it is stopping while scanning a spot-shaped measuring beam in a line along the left-right direction.
A train stop position detection method, comprising: detecting a stop state and a stop position of a train based on a measured distance. Continuously measuring the distance from the distance sensor to the front of the train at regular intervals;
When the amount of change in distance measured continuously falls below a predetermined threshold, it is determined that the train has stopped,
The train stop position detection method according to claim 1, wherein if it is determined that the train has stopped, a train stop position is estimated based on the measured distance.   The method of detecting a train stop position according to claim 1 or 2, wherein the measurement light is irradiated forward and obliquely in the left-right direction with respect to the traveling direction of the train.   The method of detecting a train stop position according to any one of claims 1 to 3, wherein the measurement light is applied to a coupler provided in front of the train. A distance sensor that measures the distance from the distance sensor to the front surface of the train by irradiating the front surface of the train being stopped while irradiating the spot-shaped measurement light in a line along the left-right direction,
A detection unit that detects a stop state and a stop position of a train by the method for detecting a train stop position according to any one of claims 1 to 4,
A train stop position detecting device characterized by comprising:

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