JP2021154841A - Platform door control system - Google Patents

Abstract

To provide a platform door control system that controls a platform door to open and close in conjunction with open and close of a vehicle door with an installation installed on a ground side, in other words, a platform side.SOLUTION: A platform door control system includes: a stop position determination part PJ for determining propriety of a stop position of a vehicle RC; a vehicle door detection part DD for detecting whether a vehicle door CD is open or closed on the basis of a result of measuring an opening width W of the vehicle door CD on the vehicle RC that is determined as stopping by the stop position determination part PJ; and a platform door opening/closing part OC for opening and closing a platform door 31a on the basis of a detection result by the vehicle door detection part DD.SELECTED DRAWING: Figure 1

Description

The present invention relates to a platform door control system that controls the opening / closing operation of a platform door installed at a station.

For example, there is known a train arrival / departure control system (see Patent Document 1) that controls opening / closing of a vehicle door and a platform door in conjunction with each other by wirelessly communicating between the upper side of the vehicle and the ground side.

However, when wireless communication between the upper side of the vehicle and the ground side, such as the control system for train arrival and departure disclosed in Patent Document 1, is premised, it is necessary to provide equipment capable of communicating on the upper side of the vehicle for platform door control. be. In addition, as a simple alternative to the communication system, even if some identification method such as attaching a mark is provided on the upper side of the vehicle, for example, in the case of mutual entry with another company's vehicle, the identification method is used for all vehicles. It will be necessary to unify them so that they can be used.

Japanese Unexamined Patent Publication No. 2016-199178

The present invention has been made in view of the above points, and an object of the present invention is to provide a platform door control system that controls the opening and closing of a platform door linked to the opening and closing of a vehicle door by a facility provided on the ground side, that is, the home side. do.

The platform door control system for achieving the above object is a result of measuring the opening width of the vehicle door for a stop position determination unit that determines the suitability of the vehicle stop position and a vehicle that is determined to be stopped by the stop position determination unit. A vehicle door detection unit that detects the opening / closing of the vehicle door based on the above, and a platform door opening / closing unit that opens / closes the platform door based on the detection result of the vehicle door detection unit.

In the platform door control system, for a vehicle determined to have stopped properly by the stop position determination unit, the vehicle door detection unit detects the opening / closing status of the vehicle door by measuring the opening width of the vehicle door, and the detection result is obtained. Based on this, by opening and closing the platform door at the platform door opening and closing part, even if a facility for communicating with the ground side is not provided on the upper side of the vehicle, the platform linked to the opening and closing of the vehicle door on the ground side, that is, the control side of the platform door. Door opening / closing control becomes possible.

In a specific aspect of the present invention, the vehicle door detection unit has a 3D distance measuring sensor for measuring the distance of the vehicle door, and the opening width of the vehicle door is measured by the 3D distance measuring sensor. In this case, the opening / closing of the vehicle door can be determined with high accuracy by measuring the distance to the vehicle door with the 3D distance measuring sensor.

In another aspect of the present invention, the opening and closing of the vehicle door is determined based on the difference in the depth direction. In this case, it is possible to determine whether the vehicle door is in the open state or the closed state by detecting the difference in the depth direction with respect to the vehicle door by using the distance measurement.

In yet another aspect of the present invention, the vehicle door detector measures the opening width at a height position of the vehicle door that avoids the window portion region. In this case, when measuring the opening width of the vehicle door, it is possible to avoid erroneous detection due to unintended transmission or absorption of light for measurement at the window portion.

In yet another aspect of the present invention, the stop position determination unit has a 3D distance measuring sensor that detects the connecting portion of the vehicle, and determines the suitability of the stopping position of the vehicle from the position of the connecting portion detected by the 3D ranging sensor. judge. In this case, the suitability of the stop position of the vehicle can be determined based on the suitability of the position of the connecting portion.

In yet another aspect of the present invention, the home door opening / closing unit opens the first home door without detecting the vehicle stop at an appropriate position in the stop position determination unit. Then, the vehicle door detection unit detects the blockage status of the vehicle door from the measurement result of the opening width of the vehicle door, and the home door opening / closing unit detects the blockage status of the vehicle door based on the detection result of the vehicle door blockage status in the vehicle door detection unit. Start closing the home door. In this case, smooth and quick control of platform door opening / closing operation becomes possible.

It is a conceptual plan view explaining an example of the platform door control system of embodiment. (A) is a conceptual front view for explaining the detection of the connecting portion of the vehicle, (B) is a plan view, and (C) is an image view to be detected. (A) and (B) are diagrams showing the state of distance measurement for the connecting portion. (A) is a conceptual front view for explaining distance measurement of a vehicle door, (B) is a plan view, and (C) is an image view to be detected. (A) and (B) are conceptual image diagrams for explaining a method of measuring the opening width of a vehicle door. It is a conceptual image diagram which illustrates the state of the distance measurement of a vehicle door by a 3D distance measurement sensor. (A) and (B) are conceptual diagrams for explaining the procedure for determining the opening width, and (C) describes the determination of the opening width using the distance measurement result of the vehicle door by the 3D distance measuring sensor. It is a conceptual image diagram for doing. (A) and (B) are conceptual diagrams for explaining the closed state and the open state of the vehicle door. It is a conceptual plan view explaining one modification of a platform door control system. It is a flowchart for demonstrating an example about a series of operations in the detection of the connection part of a vehicle. It is a flowchart for demonstrating an example about a series of opening and closing operation of a platform door after a vehicle is stopped.

Hereinafter, the platform door control system according to the embodiment of the present invention will be described with reference to FIG. 1 and the like. FIG. 1 is a conceptual plan view illustrating an example of the platform door control system 100 of the present embodiment. In particular, in the illustrated example, a plurality of vehicle RCs are installed at a station ST where the platform door control system 100 is installed. It shows the state that the train TR formed by connecting the above with the connecting part CN has arrived. Hereinafter, as shown in the drawing, the traveling direction of the train TR is the X direction, the vertical direction (height direction) is the Y direction, and the left-right direction is the Z direction among the directions perpendicular to the X direction. In this case, the Z direction corresponds to the depth direction when the vehicle side is viewed from the platform side. The platform door control system 100 is installed seamlessly along the platform of the station ST, but in the figure, only a main part is shown and other parts are omitted.

The platform door control system 100 has a first sensor 10 and a second sensor so as to enable opening / closing control of the platform door in conjunction with opening / closing of the vehicle door CD provided in each vehicle RC of the train TR arriving at the station ST. 20, a platform door device 30, and a control device 50.

As shown in the figure, the first sensor 10 is installed at a place where a connecting portion CN that connects one vehicle RC and another vehicle RC adjacent thereto exists when the train TR stops, and the connecting portion CN It is a sensor for detecting the stop position. More specifically, in this example, the first sensor 10 detects the connecting portion CN that connects the leading vehicle RC and the second vehicle. Further, the first sensor 10 is composed of a 3D ranging sensor composed of MEMS or the like. As a specific embodiment of the 3D ranging sensor, for example, pulsed light from a laser pulse in the infrared wavelength band is scanned in the target region and emitted as scanning light, and the reflected light from an object existing in the target region is emitted. By receiving light, measuring the distance to the object by the time from the emission of the scanning light to receiving the light, and generating a distance image based on the measurement result, stereoscopic information can be acquired, that is, 3D distance measurement is possible. is assumed. Further, here, when the train TR stops at the reference position, the center of the connecting portion CN in the traveling direction (X direction) of the train TR is arranged so as to be in front of the first sensor 10. The first sensor 10 is connected to the control device 50 and outputs the distance measurement result to the control device 50.

As shown in the figure, the second sensor 20 is installed at a place where the vehicle door CD of the vehicle RC exists when the train TR is stopped, and is a sensor for measuring the distance between the vehicle door CD and its surroundings. More specifically, in the example here, the second sensor 20 is composed of a 3D ranging sensor composed of MEMS or the like like the first sensor 10, and when the train TR stops at the reference position. , The center of the pair of vehicle door CDs that open in a double door in the traveling direction (X direction) of the train TR is arranged so as to be in front of the second sensor 20. The second sensor 20 is connected to the control device 50 and outputs the distance measurement result to the control device 50. In the above case, from the distance measurement data in the second sensor 20, the distance from the second sensor 20 in the depth direction (Z direction) to the object to be distance-measured can be calculated. Here, the distance in the Z direction from the second sensor 20 to the vehicle door CD stopped and the outer surface of the vehicle RC around it is approximately constant, and the inside of the vehicle RC stopped from the second sensor 20. The distances to the Z direction are also approximately constant, and there are differences between these distances. That is, in the Z direction, the distance to the inside of the vehicle RC is larger than the distance to the vehicle door CD or the outer surface of the vehicle RC. Therefore, if the distance from the second sensor 20 described above to the object to be measured is calculated, is the object at a position corresponding to the position where the outer surface of the vehicle door CD or the vehicle RC should exist? Or it can be seen whether the position corresponds to the internal position of the vehicle RC, which is on the back side (far side) of the vehicle door CD. Further, the degree of opening (degree of closing) of the vehicle door CD can be determined by grasping the boundary where the value of the distance measured is different in the range measured by 3D distance measurement. That is, the control device 50 can determine the opening / closing of the vehicle door based on the difference in the depth direction (Z direction) in the distance measurement result by the second sensor 20.

As shown in the figure, the platform door device 30 is installed along the edge of the platform of the station ST, and includes a platform door 31a which is an openable door member, a door bag 31b for storing the platform door 31a, and a platform door 31a. A driving device 32 for driving and a connecting portion 33 for connecting the door bag 31b are provided. Of these, the drive device 32 is connected to the control device 50 and opens and closes the platform door 31a according to a command signal output from the control device 50. The platform doors 31a have a paired configuration corresponding to the paired vehicle door CD, and when the train TR stops at the reference position, the paired vehicle doors are arranged in the traveling direction (X direction) of the train TR. The center position of the CD coincides with the center position of the pair of platform doors 31a.

The control device 50 is, for example, a comprehensive control panel or the like having various control boards, and controls the operation of each part constituting the platform door control system 100. Here, in order to control the operation of each of the above units, the control device 50 includes a stop position measuring unit 51, a vehicle door opening width measuring unit 52, and a platform door control unit 53.

The stop position measurement unit 51 acquires distance measurement data related to the connection unit CN detected by the first sensor 10 composed of the 3D distance measurement sensor, and detects the position of the connection unit CN based on the distance measurement data. Then, the stop position of the vehicle RC is detected. Further, the stop position measurement unit 51 determines the suitability of the stop position of the vehicle RC from the detection result. An example of determining the suitability of the stop position will be described later with reference to FIGS. 2 and 3. As described above, the first sensor 10 and the stop position measurement unit 51 cooperate with each other to function as a stop position determination unit PJ for determining the suitability of the stop position of the vehicle RC.

The vehicle door opening width measuring unit 52 acquires distance measurement data related to the vehicle door CD and its surroundings detected by the second sensor 20 composed of a 3D distance measurement sensor, and based on the distance measurement data, the vehicle door CD Detects the open / closed state. In particular, in the present embodiment, for the vehicle RC determined to be stopped by the stop position determination unit PJ, the difference in the depth direction (Z direction) of the vehicle RC is determined by using the distance measurement data detected by the second sensor 20. By detecting, the opening width of the vehicle door CD is measured, and the opening / closing of the vehicle door CD is detected based on the measurement result. An example of determining the open / closed state of the vehicle door CD will be described later with reference to FIG. 5 and the like. As described above, the second sensor 20 and the vehicle door opening width measuring unit 52 cooperate with each other to function as a vehicle door detecting unit DD that detects the opening / closing of the vehicle door CD.

The platform door control unit 53 is connected to the platform door device 30, more specifically to the drive device 32, and depends on the results of determination and detection by the stop position measurement unit 51 and the vehicle door opening width measurement unit 52. , Outputs a command signal to open and close the platform door 31a. The drive device 32 opens and closes the platform door 31a according to the command signal. As described above, the platform door control unit 53 and the drive device 32 cooperate with each other to function as a platform door opening / closing unit OC that opens / closes the platform door 31a based on the detection result in the vehicle door detection unit DD.

The control device 50 may have the above-mentioned stop position measurement unit 51, vehicle door opening width measurement unit 52, and platform door control unit 53 as control boards, respectively, but is not limited to this. However, it can be in various modes. For example, the control device 50 is composed of a CPU, a storage device, and the like, and the CPU reads out various programs stored in the storage device. It may function as an opening width measuring unit 52 or a platform door control unit 53.

Hereinafter, with reference to FIGS. 2 (A) to 2 (C), the detection of the connecting portion CN by the stop position determination unit PJ of the platform door control system 100, and the appropriateness of stopping the train TR will be described. Note that FIG. 2A is a conceptual front view for explaining the detection of the connecting portion CN of the vehicle RC, and FIG. 2B is a plan view corresponding to FIG. 2A. FIG. 2C is a conceptual image diagram for showing the detection range of the connecting portion CN and the vehicle RC by the first sensor 10.

First, as shown in FIG. 2A, the first sensor 10 constituting the stop position determination unit PJ measures the stopped train TR from diagonally above, for example, at the end of the platform among the equipment of the station ST. At a position slightly separated from the inside (-Z side), in a state of being suspended from the ceiling CE, a height position (for example, about several meters) separated from the floor FL of the station ST in the height direction (Y direction) to some extent. It is installed and fixed at the height position). That is, the first sensor 10 is installed at a position where the detection target can be reliably captured without disturbing passengers getting on and off. Further, as shown in FIG. 2B or as described above, the first sensor 10 is connected to the first sensor 10 when the train TR stops at a reference position where there is no front-rear deviation in the traveling direction (X direction). It is installed so that the center of the CN comes to the front. As described above, the first sensor 10 is in a mode of measuring the distance around the connecting portion CN with a slightly bird's-eye view of the train TR.

Further, here, regarding the two-dimensional flattened image shown in FIG. 2C, the XZ plane shown in the image G1 is in the range of positions X0 to position X1 in the X direction and positions Z0 to position Z1 in the Z direction. For the XY plane shown in the image G2, the range of the position X0 to the position X1 in the X direction and the position Y0 to the position Y1 in the Y direction is defined, and the stop position determination unit PJ is at least the range defined by these. The distance measurement is performed so as to include the above, and the suitability of the stop position of the connecting portion CN is determined based on the distance measurement result for the relevant range. It should be noted that these two-dimensional plan views can be created by appropriately performing necessary coordinate conversion or the like from the three-dimensional distance measurement data acquired by the 3D distance measurement sensor configured by MEMS or the like. In the case of the illustration, these positions and boundaries can be determined from the difference in surface shape and position (distance) between the vehicle RC and the connecting portion CN. Specifically, first, the presence of the connecting portion CN within the range of the position X0 to the position X1 is a condition for stopping at the correct position including the allowable range. For example, in a place where the connecting portion CN exists in this range as in the image G1, the distance (distance measurement result) in the Z direction should exceed the position Z1. On the other hand, when the vehicle RC is present, the object detection should be performed at a position where the distance (distance measurement result) in the Z direction exceeds the position Z0 but is closer than the position Z1. Similarly, in the image G2, the existence range of the connecting portion CN and the existence range of the vehicle RC can be determined by different detection ranges at positions X0 to X1 between the position Y0 side and the position Y1 side. More specifically, in the illustrated case, for example, in the existing range of the connecting portion CN, the distance is measured in an appropriate range only on the position Y0 side, and the reflection component is not detected on the position Y1 side (distance measurement knowledge is infinite). By increasing), the existence range of the connecting portion CN can be known.

Hereinafter, a specific example of the state of distance measurement by the first sensor 10 will be described with reference to FIG. 3 (A) and 3 (B) are diagrams (graphs) showing the state of distance measurement for the connecting portion CN, and correspond to the images G1 and G2 of FIG. 2 (C), respectively. That is, in FIG. 3A, the horizontal axis corresponds to the X direction and the vertical axis corresponds to the Z direction. In this case, the position where the distance in the Z direction for each position in the X direction is at a value V1 of about 2500 mm within the range of the position Z0 to the position Z1 is the existence range of the vehicle RC and is about 2500 mm. The location at the value V2 that exceeds the range of Z1 is the existence range of the connecting portion CN. In the case of the figure, it can be seen that the connecting portion CN exists in the range of the position Xk0 to the position Xk1 among the positions X0 to X1. In this case, the connecting portion CN exists at a position slightly rearward of the traveling direction (X direction) of the train TR (see FIG. 2) from the position where X, which is the reference position in the X direction, is 0 mm, but within the allowable range. You will be doing. That is, in this case, it is determined that the stop position of the train TR (see FIG. 2) is appropriate if the stop position of the connecting portion CN is extended. On the contrary, if it is found that the connecting portion CN exists outside the range of the position X0 to the position X1, it means that the stop abnormality has occurred. From a different point of view, the positions X0 to X1 are set in anticipation of an allowable range when the stop position deviates from the reference position.

Similarly, in FIG. 3B, the horizontal axis corresponds to the X direction, the vertical axis corresponds to the Y direction, and the connecting portion CN exists in the range of the position Xk0 to the position Xk1 from the measurement situation. I understand.

As for the position determination method of the position Xk0 and the position Xk1, various methods can be applied by using the distance measurement data.

Here, when the appropriateness of the stop position of the train TR is performed based on the appropriateness of the existence position of the connecting portion CN illustrated with reference to FIGS. 2 and 3, for example, the train TR seems to be stopped by exactly one vehicle. In such a case, the connecting portion CN of the portion that should not be detected is detected, and if this is within the permissible range of the stop position, it may be erroneously determined that the position is correct. In order to prevent such a situation, for example, in the platform door control system 100, sensors for detecting the presence of the train TR are provided at positions corresponding to the front end side and the rear end side of the train TR. Can be considered. As a result, when the train TR stops, for example, by one vehicle or more, the stop abnormality can be detected by these sensors.

Hereinafter, with reference to FIGS. 4A to 4C, the distance measurement of the vehicle door CD by the vehicle door detection unit DD of the platform door control system 100, and the opening / closing detection of the vehicle door CD will be described. do. Note that FIG. 4 (A) is a conceptual front view for explaining distance measurement of the vehicle door CD, and FIG. 4 (B) is a plan view corresponding to FIG. 4 (A). (C) is a conceptual image diagram for showing the detection range of the vehicle door CD in the vehicle RC by the second sensor 20. Further, in the following, it is assumed that the stop position determination of the train TR described with reference to FIG. 2 and the like is appropriate.

First, as shown in FIG. 4A, the second sensor 20 constituting the vehicle door detection unit DD is the equipment of the station ST in order to measure the distance of the train TR stopped at an appropriate position from diagonally above. Of these, for example, at a position slightly separated from the edge of the platform (-Z side), in a state of being suspended from the ceiling CE, a height position separated from the floor FL of the station ST to some extent in the height direction (Y direction). It is installed and fixed (for example, at a height of several meters). That is, the second sensor 20 is installed at a position where the detection target can be reliably captured without disturbing passengers getting on and off. Further, as shown in FIG. 4 (B) or as described above, the second sensor 20 uses the vehicle door when the train TR stops at a reference position where there is no front-rear deviation in the traveling direction (X direction). It is installed so that the center of the CD comes to the front. As described above, the second sensor 20 is in a mode of measuring the distance between the vehicle door CD and its surroundings with a slightly bird's-eye view of the train TR.

Further, here, for the XY plane shown in the two-dimensional flattened image G3 shown in FIG. 4C, the range of the position Xa to the position Xb in the X direction and the position Ya to the position Yb in the Y direction is defined. The vehicle door detection unit DD detects whether the vehicle door detection unit DD is in the open / closed state, that is, in the open state or the closed state from the distance measurement results for these detection ranges or a part thereof. do. In the following, this detection range will be referred to as RD1. Further, at the time of detection, the vehicle door detection unit DD detects the difference in the depth direction (Z direction) of the vehicle RC from the three-dimensional distance measurement data acquired by the 3D distance measurement sensor composed of MEMS or the like. By using this, it is possible to measure the opening width of the vehicle door CD. In the detection range RD1, the positions Xa to Xb are set in anticipation of the permissible range of the stop position in addition to the length of the pair of vehicle door CDs in the X direction (the length of two vehicle door CDs). ing.

Hereinafter, an example of a method for measuring the opening width of the vehicle door CD in the above embodiment will be described with reference to FIG. 5 and the like.

First, FIG. 5A shows an image of a vehicle door CD in a completely closed state. On the other hand, FIG. 5B shows an image of a vehicle door CD in a completely opened state. That is, in the drawing, the width W indicated by the position XL to the position XR is the maximum opening width of the vehicle door CD, and the vehicle door detection unit DD (see FIG. 4) has a width W in this state. The open state in the X direction is set as the open state, and the closed state is set in advance as a threshold value, and the open / closed state is determined based on whether or not the threshold value is reached. Further, as shown in FIG. 5A, the detection range RD1 is set at a position higher than the window portion WD of the vehicle door CD in the height direction (Y direction). In other words, the vehicle door detection unit DD (see FIG. 4) measures the opening width at a height position of the vehicle door CD that avoids the window portion WD region. As a result, when measuring the opening width of the vehicle door CD, it is possible to avoid unintentional transmission or absorption of scanning light in the window portion WD, or false detection due to reflection of a person or an object in front of the window portion WD. .. For the measurement of the opening width and the setting of the threshold value as described above, for example, the numerical value can be determined by the number of pixels in the X direction in the distance measurement by the second sensor 20 (see FIG. 4).

FIG. 6 is a conceptual image diagram illustrating the state of distance measurement of the vehicle door CD by the 3D distance measurement sensor constituting the second sensor 20 (see FIG. 4). In the figure, the shaded hatching pattern D1 indicates a distance corresponding to the scanning light emitted from the second sensor 20 reflected by the outer surface of the vehicle door CD or the vehicle RC and returned. The dot hatching pattern D2 indicates the distance corresponding to the scanning light until the inside of the vehicle RC, that is, the vehicle door CD is opened and reflected inside the vehicle RC and returned, and the black hatching pattern Dx is , The scanning light does not return, indicating that the distance is infinite. That is, the hatching pattern D1 indicates a range determined to be closed for the vehicle door CD, the hatching pattern D2 indicates a range determined to be open, and the hatching pattern Dx indicates a range in which there is no object or is unknown. ing. The distance (unit: mm) in the figure indicates a value in the depth direction (Z direction) from the second sensor 20, and the difference between the distance to the pattern D1 and the distance to the pattern D2 is the vehicle door. It indicates the difference between whether there is an object at the position of the outer surface of the CD or the vehicle RC and whether there is an object at the position inside the vehicle RC.

In each figure, first, the state α1 shows a state in which the hatching pattern D2 has a wide range in the center, that is, the vehicle door CD is open. On the other hand, in the state α2, the range of the hatching pattern D2 is narrower than that in the state α1, and the vehicle door CD is closing or not fully opened. Finally, the state α3 indicates that there is no range of the hatch pattern D2 and the vehicle door CD is in a completely closed state. Here, in the state α2 and the state α3, a region of the hatching pattern Dx can be seen on the peripheral side or the vicinity of the center of the hatching pattern D2. This corresponds to the window portion WD of the vehicle door CD, and it is presumed that the position of the window portion WD cannot be accurately grasped due to the transmission or absorption of the scanning light in the window portion WD. In the present embodiment, as illustrated in FIG. 5, the region of the window portion WD is excluded from the detection range RD1 in order to avoid false detection based on such a situation.

Hereinafter, an example of a procedure for determining the opening width will be described with reference to FIG. 7. 7 (A) and 7 (B) are conceptual diagrams for explaining a procedure for determining the opening width, and FIG. 7 (C) constitutes a second sensor 20 (see FIG. 4). It is a conceptual image diagram for demonstrating the determination of the opening width using the distance measurement result of the vehicle door CD by a 3D distance measurement sensor.

Here, as illustrated in FIGS. 7 (A) and 7 (B), when the inside of the vehicle is crowded and there are many passenger USs near the entrance / exit of the vehicle RC, these passenger USs are referred to by the second sensor 20 ( (See FIG. 4) may be detected, and it may be determined from the distance (distance measurement result) that the vehicle door CD exists (a false detection may occur). Therefore, in order to suppress or avoid the occurrence of such false positives, first, the detection range RD1 is set at a relatively high position in the vehicle door CD. For example, as described above, the detection range RD1 is set at a position higher than the window portion WD. As a result, even if a part of the passenger US near the entrance / exit of the vehicle RC is detected, the detection range RD1 is provided in a portion such as the head of the passenger US where a relatively easy gap is formed. .. Further, as shown in FIG. 7A, the distance measurement by the 3D distance measuring sensor is started from the positions Xa and the positions Xb, which are both ends of the detection range RD1 in the X direction, in the direction indicated by the arrow AR1. do. That is, the distance is measured in the + X direction from the position Xa (−X side), and the distance is measured in the −X direction from the position Xb (+ X side). Then, the positions XL and XR changed from the hatching pattern D1 presumed to be the outer surface of the vehicle door CD or the vehicle RC to the hatching pattern D2 presumed to be the inside of the vehicle RC are the positions of both ends indicating the opening degree of the vehicle door CD. Treat as. That is, as shown in FIG. 7B, the width W of the position XL to the position XR determined as described above is defined as the opening width of the vehicle door CD, and the passenger US is assumed to be between the position XL and the position XR. If there is a distance measurement value that corresponds to the closed state of the vehicle door CD, it is possible to accurately grasp the opening width of the vehicle door CD by ignoring this. can.

By doing so, for example, in FIG. 7C, even if the hatching pattern D1 exists between the regions of the hatching pattern D2 in the center, as illustrated in the state β1, it is illustrated in the state β2. By ignoring the hatching pattern D1 and defining the opening width W based on the hatching pattern D2, the opening degree of the vehicle door CD can be correctly grasped.

Since a person or an object on the platform side of the train may be captured as in the example of FIG. 7, detection is performed even at a shorter (closer) distance than the hatch pattern D1 as shown in the hatch pattern D3. obtain. Even in such a case, false detection can be avoided or suppressed by the above.

In the above detection, as shown in FIG. 8, the vehicle door detection unit DD (see FIG. 4 and the like) first treats the vehicle door as an open state or a closed state depending on the opening degree of the vehicle door CD, as shown in FIG. The reference width Ws, which is a reference for handling as, is defined in advance. Then, as in the case of FIG. 8A, when the value of the detected opening width Wa of the vehicle door CD is smaller than the value of the reference width Ws (the width is narrow), the vehicle door CD is It is treated as being in a closed state, and when the value of the detected opening width Wb of the vehicle door CD is larger (wider) than the value of the reference width Ws, as illustrated in FIG. 8 (B). Is treated as if the vehicle door CD is in the open state.

By doing so, it is necessary for the platform door control system 100 to provide some kind of identification method such as receiving a signal from the train TR side or attaching a mark object to the train TR side in advance. Instead, it is possible to accurately grasp the stopped state of the train TR and the open / closed state of the vehicle door CD only by the equipment on the home side, and it is possible to correspond to the opening / closing operation of the platform door 31a accordingly. ..

In the above, the width of the detection range RD1 in the Y direction is not particularly mentioned, but it can be appropriately determined according to the scanning range of the 3D ranging sensor. As a typical example, it is conceivable to select and use only one row of pixels whose opening width can be detected most appropriately, but one row of pixels is taken out from different positions (heights) in the Y direction and used respectively. You may use the measurement result of. Alternatively, when a plurality of vehicles enter each other, the range used for detection may be changed in consideration of the color and shape of the door, the size and arrangement of the windows, and the like. Further, by using a 3D ranging sensor, these ranges can be appropriately selected after installation. For example, when the 3D ranging sensor scans in an angle range of about 30 ° with respect to the Y direction, a range suitable for detection can be appropriately selected from the range.

Hereinafter, a modified example of the platform door control system will be described with reference to FIG. Note that FIG. 9 is a diagram corresponding to FIG. In the platform door control system 100 shown in FIG. 1 and the like, the number of the second sensors 20 is not particularly mentioned, but in the platform door control system 200 shown in FIG. 9, a plurality of second sensors are used in the vehicle door detection unit DD. It is different from the example of FIG. 1 and the like in that it has 20. In the example shown in FIG. 9, three second sensors 20A, 20B, and 20C are provided at different positions from each other. These are each connected to the vehicle door opening width measuring unit 52 of the control device 50. In this case, the vehicle door opening width measuring unit 52 determines that the vehicle is in the closed state only when the measurement results of the three second sensors 20A, 20B, and 20C can be regarded as the same, so that it is more accurate. It is possible to make a blockage determination.

Hereinafter, an example of a series of operations in the detection of the connecting portion CN of the vehicle RC, that is, the operation of the stop position determination unit PJ will be described with reference to the flowchart of FIG. 10, and subsequently, with reference to the flowchart of FIG. 11, the vehicle An example of a series of opening / closing operations of the platform door 31a after the RC is stopped will be described. Since the description of this operation is almost the same in both the case of FIG. 1 and the case of FIG. 9, they will be described together.

First, as shown in FIG. 10, as a premise for detecting the connecting unit CN, the stop position determination unit PJ determines the presence or absence of the vehicle RC based on the detection result of the first sensor 10 (step S101), and the vehicle RC. After confirming the existence of, the position of the connecting surface of the connecting portion CN connecting the vehicle RC is calculated (step S102). Specifically, the position of the connecting surface which is the boundary between the connecting portion CN and the vehicle RC shown in FIG. 2 or FIG. 3, that is, the positions of the positions Xk0 and Xk1 illustrated in FIG. 3 are calculated. Next, the stop position determination unit PJ determines whether or not the position of the connection unit CN calculated in step S102 is within the permissible range. That is, it is determined whether or not the connecting portion CN exists within the range of the position X0 to the position X1 (step S103). In step S103, it is determined whether or not the stop position of the train is appropriate depending on whether or not the position of the connecting portion CN is appropriate (step S104).

Hereinafter, a series of opening / closing operations after the vehicle RC is stopped will be described with reference to FIG. First, in step S104, the control device 50 confirms whether or not it is in an appropriate stop position (step S201), and if it is not in an appropriate stop position (step S201: No), the platform door 31a. Is maintained in the closed state (step S202), and the confirmation in step S201 is continued.

On the other hand, if it is determined to be in an appropriate stop position in step S104, that is, if it is determined to be in an appropriate stop position in step S201 (step S201: Yes), the control device 50 drives the platform door device 30. A command signal is output to the device 32 to open the platform door 31a. That is, here, when the vehicle stop at an appropriate position is detected by the stop position determination unit PJ, the platform door opening / closing unit OC opens the first platform door without detecting it by the vehicle door detection unit DD. .. Thereby, for example, after the vehicle RC is stopped in step S104, the platform door 31a can be opened without delay in accordance with the opening of the vehicle door CD.

Next, the control device 50 confirms whether or not a certain time has elapsed (step S204), and when the certain time elapses (step S204: Yes), the vehicle door detection unit DD confirms the open / closed state of the vehicle door CD. The operation is started (step S205). The fixed time here is, for example, about the time until the vehicle door CD is completely opened after the train TR is stopped at an appropriate position, and passengers get on and off from the opening of the vehicle door CD. It means a time shorter than the time until the vehicle door CD starts to be closed.

When the operation in step S205 is started, the vehicle door detection unit DD confirms whether or not the vehicle door CD has changed from the open state to the closed state (step S206). That is, the vehicle door detection unit DD starts to detect the blockage status of the vehicle door CD from the measurement result of the opening width W of the vehicle door CD. More specifically, the reference width Ws described with reference to FIG. 8 and the current opening width W of the vehicle door CD are compared. When it is confirmed by the vehicle door detection unit DD that the vehicle door CD has changed to the closed state (step S206: Yes), the control device 50 outputs a command signal to the drive device 32 of the platform door device 30 to output a command signal. Closure of the platform door 31a is started (step S207). That is, the platform door opening / closing unit OC starts closing the platform door 31a based on the detection result of the blockage status of the vehicle door CD in the vehicle door detection unit DD.

The control device 50 continues the operation of confirming the open / closed state of the vehicle door CD by the vehicle door detection unit DD while starting the closing of the platform door 31a in step S207, and confirms whether or not the vehicle door CD is opened again. (Step S208). As a case where the vehicle door CD is opened again, it is typically assumed that the vehicle door CD that is about to be closed is opened again due to an object being caught in the vehicle door CD or the like.

In step S208, when the vehicle door CD is reopened (step S208: Yes), the control device 50 reopens the platform door 31a, which was starting to close in response to this (step S209), and steps. The operation from S206 is performed again. As a result, the correspondence between the opening / closing operation of the vehicle door CD and the opening / closing operation of the platform door 31a is maintained.

On the other hand, in step S208, the vehicle door CD is not opened again (step S208: No), the closing operation of the platform door 31a is continued (step S210), and both the vehicle door CD and the platform door 31a are closed. In this case (step S211: Yes), the control device 50 confirms whether or not the train TR has started (started) (step S212).

When the start of the train TR is confirmed in step S212, the control device 50 maintains the platform door 31a in the closed state and ends the operation of confirming the open / closed state of the vehicle door CD started in step S205. A series of operations is completed (step S213). Then, after a certain period of time has elapsed, the stop confirmation of the next train is started (step S201), that is, the series of processes from step S201 is repeated again.

If the vehicle door CD is reopened before the confirmation in step S211 or step S212 is made (step S208: Yes), the platform door 31a that is starting to close in response to this is opened. It is opened again (step S209), and the operation from step S206 is performed again.

Further, regarding the above series of operations, in the platform door control system 200 shown in FIG. 9, even one of the three target vehicle door CDs changes when the opening / closing of the vehicle door CD is detected. For example, the operation of the platform door 31a will be made to correspond accordingly.

As described above, in the platform door control systems 100 and 200 according to the present embodiment, the stop position determination unit PJ for determining the suitability of the stop position of the vehicle RC and the vehicle RC determined to be stopped by the stop position determination unit PJ , The vehicle door detection unit DD that detects the opening and closing of the vehicle door CD based on the result of measuring the opening width W of the vehicle door CD, and the platform door opening and closing unit OC that opens and closes the platform door 31a based on the detection result of the vehicle door detection unit DD. And.

In the platform door control systems 100 and 200, the vehicle RC determined to have stopped properly by the stop position determination unit PJ is opened / closed by measuring the opening width W of the vehicle door CD with the vehicle door detection unit DD. By opening and closing the platform door 31a in the platform door opening / closing unit OC based on the detection result, the control of the ground side, that is, the platform door 31a is performed without providing a facility for communicating with the ground side on the upper side of the vehicle. On the side, it becomes possible to control the opening and closing of the platform door linked to the opening and closing of the vehicle door CD.

〔others〕
The present invention is not limited to the above-described embodiment, and can be implemented in various embodiments without departing from the gist thereof.

First, in the above embodiment, the hatching pattern D1 indicating the distance corresponding to the scanning light emitted from the second sensor 20 reflected by the outer surface of the vehicle door CD or the vehicle RC and returning is reflected, and the scanning light is the vehicle. The opening width W of the vehicle door CD is specified by detecting the boundary with the hatching pattern D2 indicating the distance corresponding to the inside of the RC, that is, the time when the vehicle door CD opens and is reflected inside the vehicle RC and returns. ing. However, the opening width W of the vehicle door CD may be specified by a method other than this. For example, when the color of the vehicle RC or the vehicle door CD is black (or a dark color such as navy blue), the scanning light is absorbed by the vehicle RC or the vehicle door CD and does not return, resulting in an infinite distance. It may be measured. If such a situation is assumed in advance, it is conceivable to specify the position of the opening width W of the vehicle door CD by detecting the boundary between the hatching pattern Dx and the hatching pattern D2, which indicates a case where the distance becomes infinite. Be done.

Further, the structures and arrangements of the first and second sensors 10 and 20 are not limited to the mode configured by the 3D ranging sensor having MEMS and the like as described above, but may be various modes as long as the desired accuracy can be obtained. be able to.

Further, as for the mode of the stop position determination unit PJ, various modes other than the above examples may be taken. For example, in the above, in order to properly detect the stop of the vehicle RC (train TR), the position of the connecting portion CN is captured by using the first sensor 10 or the like composed of the 3D ranging sensor. However, if there is another method for detecting the proper stop of the train TR, which can be performed by the equipment on the ground side regardless of the upper side of the vehicle, this may be applied to perform the subsequent processing.

Further, in the above, the vehicle door CD is configured to have a pair of left and right double doors, but the present application can be applied to a vehicle door having a structure other than this.

10 ... 1st sensor, 20A, 20B, 20C ... 2nd sensor, 30 ... Home door device, 31a ... Home door, 31b ... Door bag, 32 ... Drive device, 33 ... Connection, 50 ... Control device, 51 ... Stop Position measurement unit, 52 ... Vehicle door opening width measurement unit, 53 ... Home door control unit, 100, 200 ... Home door control system, AR1 ... Arrow, CD ... Vehicle door, CE ... Ceiling, CN ... Connection part, D1-D3 ... hatching pattern, DD ... vehicle door detection unit, Dx ... hatching pattern, FL ... floor surface, G1-G3 ... image, OC ... home door opening / closing part, PJ ... stop position determination unit, RC ... vehicle, RD1 ... detection range, ST ... station, TR ... train, US ... passenger, V1, V2 ... value, W ... opening width (width), WD ... window part, Wa, Wb ... opening width, Ws ... reference width, X0, X1, Xk0, Xk1 , Xa, Xb, XL, XR ... position, Y0, Y1, Ya, Yb ... position, Z0, Z1 ... position, α1-α3 ... state, β1, β2 ... state

Claims (6)

A stop position determination unit that determines the suitability of the vehicle stop position,
For a vehicle determined to be stopped by the stop position determination unit, a vehicle door detection unit that detects the opening / closing of the vehicle door based on the result of measuring the opening width of the vehicle door, and a vehicle door detection unit.
A platform door control system including a platform door opening / closing unit that opens / closes a platform door based on a detection result in the vehicle door detection unit. The platform door control system according to claim 1, wherein the vehicle door detection unit has a 3D distance measuring sensor that measures the distance of the vehicle door, and measures the opening width of the vehicle door by the 3D distance measuring sensor. The platform door control system according to any one of claims 1 and 2, wherein the vehicle door detection unit determines whether or not the vehicle door is opened or closed based on a difference in the depth direction. The platform door control system according to any one of claims 1 to 3, wherein the vehicle door detection unit measures an opening width at a height position of the vehicle door avoiding a region of a window portion. The stop position determination unit has a 3D distance measuring sensor that detects a vehicle connection portion, and determines the suitability of the vehicle stop position from the position of the connection portion detected by the 3D distance measurement sensor. The platform door control system according to any one of the above. When the vehicle stop at an appropriate position is detected by the stop position determination unit, the platform door opening / closing unit opens the first platform door without detecting the vehicle door detection unit.
The vehicle door detection unit detects the blockage status of the vehicle door from the measurement result of the opening width of the vehicle door.
The platform door control system according to any one of claims 1 to 5, wherein the platform door opening / closing unit starts closing the platform door based on the detection result of the blockage state of the vehicle door in the vehicle door detection unit. ..

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