JP2022134452A - Conductor job support device, conductor job support system, conductor job support method, and conductor job support program - Google Patents

Abstract

To reduce a burden on conductor job without introducing an expensive system.SOLUTION: An optical scanner 3 is mounted on a vehicle 81 to form a scanning range SR in an approximately vertical direction along a side surface of the vehicle 81. A conductor job support device 2 includes a door catching detection area setting unit 31, a gap detection area setting unit 32, a door catching determination unit 35, and a fall determination unit 36. The door catching detection area setting unit 31 sets a door catching detection area A1 in a region overlapped with a door 85 in a side view in the scanning region SR. The gap detection area setting unit 32 sets a gap detection area A2 in a gap 90 formed between a platform 91 and the vehicle 81 in the scanning range SR while the vehicle 81 is stopped at a station. The door catching determination unit 35 determines the presence/absence of the catching of an object into the door 85 in the door catching detection area A1. The fall determination unit 36 determines the presence/absence of the fall into the gap 90 in the gap detection area A2.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present invention relates to a conductor's work in a railway business, and more particularly to a conductor's work support device, a conductor's work support system, a conductor's work support method, and a conductor's work support program for supporting safety confirmation at stops.

In general, passenger trains are boarded by conductors as crew members dedicated to conductor duties. In recent years, as the rationalization of the railway business progresses, the number of sections operated by one-man operation, in which the conductor's boarding is abolished and the driver concurrently serves as the driver and the conductor, is increasing.
One of the duties of a conductor is to open and close doors while the train is stopped. While the doors are open, passengers may fall into the gap between the platform and the train. When the door is closed, a passenger's property (such as a bag or stroller) may be caught in the door. If the train starts in such a situation where the train is falling or being caught in a door, it may lead to a serious accident.

In order to prevent accidents, checking safety when opening and closing doors at stops is one of the most important duties of a conductor. However, there is a limit to what can be done visually. Therefore, as disclosed in Patent Documents 1 to 4, for example, systems have been proposed for assisting the work of conductors.
In Patent Literatures 1 and 2, the area around the door is photographed by a camera installed above the platform while the vehicle is stopped. Presence or absence of a sandwich is determined based on the photographed result.

In Patent Documents 3 and 4, the laser scanner is installed below the home, and a two-dimensional scanning range is formed substantially horizontally. While the train is stopped, a detection area is set in a region corresponding to the gap between the platform and the train within the scanning range. A passenger falling into the gap will be detected within this detection area.

JP 2018-167594 A JP-A-2000-095099 JP 2015-168272 A JP 2014-095649 A

In Patent Documents 1 and 2, since the inside of the gap is a blind spot for the camera, falling into the gap cannot be detected. In Patent Documents 3 and 4, since the two-dimensional scanning range is formed substantially horizontally below the platform, the periphery of the door cannot be monitored.
If both the camera and the laser scanner are installed on the platform, it is thought that the load of conductor work will be reduced. However, the installation and operating costs of the system are high. In particular, in sections where one-man operation is adopted, it is difficult to introduce an expensive system, although it is desired to reduce the driver's work as a conductor.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to reduce the burden of conductor work without introducing an expensive system.

A conductor work assistance device according to one aspect of the present invention cooperates with an optical scanner attached to the exterior surface of a vehicle. The optical scanner forms a scanning range substantially vertically along the side of the vehicle provided with doors for passenger boarding and alighting. The conductor work support device includes a trap detection area setting unit, a gap detection area setting unit, a trap determination unit, and a fall determination unit. The blockage detection area setting unit sets a blockage detection area in a region overlapping a passenger boarding/alighting door in a side view within the scanning range. The gap detection area setting unit sets a gap detection area in a gap formed between the platform of the station and the vehicle within the scanning range while the vehicle is stopped at the station. The block determination unit determines whether or not an object is caught in the door within the block detection area. The fall determination unit determines whether or not there is a fall into the gap within the gap detection area.

In the above configuration, the optical scanner is attached to, for example, an outer surface such as a side surface of the vehicle, and forms a scanning range substantially vertically along the side surface of the vehicle. The scanning range is formed to cover the side where the passenger boarding and alighting doors are provided, and also extends into the gap formed between the station platform and the car.
Within such a scanning range, two detection areas are set: a blockage detection area and a gap detection area. The jamming detection area is set in a region that overlaps with the door when viewed from the side. The obstruction determination unit monitors an object within a obstruction detection area set within the scanning range, thereby determining whether or not an object is obstructed by the door. A gap detection area is set in the gap between the platform and the vehicle. The fall determination unit determines whether or not a passenger has fallen into a gap by monitoring objects within a fall detection area set within the scanning range.

According to the above configuration, it is possible to determine both the presence or absence of a trap and the presence or absence of a fall using an optical scanner that forms a scanning range along the side of the vehicle provided with the door for passenger boarding and alighting. . A crew member engaged in conductor duties (for example, a conductor or a driver during one-man operation) can refer to this determination result and confirm safety at a station without relying only on visual observation. In addition, the configuration is simpler than when a dedicated device for determining the presence or absence of a trap and a dedicated device for determining the presence or absence of a fall are installed separately. Therefore, both load reduction and cost reduction of the conductor work can be achieved.

The conductor work support device may further include an opening/closing information acquisition unit that acquires closed door information indicating that the door is closed. When the door closing information is acquired by the opening/closing information acquisition section, the gap detection area setting section may set the gap detection area within the scanning range, and the fall determination section may start determining whether or not there is a fall.
Falling into the gap occurs while the door is open, i.e. while passengers are boarding and disembarking. According to the above configuration, when the door is closed and passengers have finished boarding and alighting, the determination of the presence or absence of a fall is started. Even if a fall occurs, it can be discovered without overlooking it.

The conductor work support device may further include a stop determination unit that determines whether or not the vehicle is in a stopped state. When the stop determination unit determines that the vehicle has started from a stopped state, the gap detection area setting unit may cancel the setting of the gap detection area, and the fall determination unit may end the determination of the presence or absence of a fall.
When the vehicle starts moving, railroad equipment such as tracks and platforms may enter the gap detection area. According to the above configuration, when the vehicle starts moving, the setting of the gap detection area is cancelled, and the determination of whether or not there is a fall is completed. Therefore, it is possible to prevent erroneous determination of railway equipment as a fallen person.

The conductor work support device may further include an opening/closing information acquisition unit that acquires closed door information indicating that the door is closed. When the closing information is acquired by the opening/closing information acquisition unit, the pinch detection area setting unit may set the pinch detection area within the scanning range, and the pinch determination unit may start judging presence/absence of pinch. .
According to the above configuration, when the door is closed, the pinch detection area is set, and the judgment of the presence or absence of the pinch is started. Prior to that, passengers boarded and alighted while the doors were open. It is possible to prevent a passenger getting on and off from being erroneously determined to be an object caught in the door.

The conductor work support device may further include a train location information acquisition unit that acquires information indicating whether or not the vehicle is on the train at the station. When the train location information acquisition unit acquires information indicating that the vehicle has finished leaving the station, the blockage detection area setting unit cancels the setting of the blockage detection area, and the blockage determination unit detects the blockage detection area. You may terminate the determination of the presence or absence of
According to the above configuration, the trapping detection area continues to be set within the scanning range until the vehicle starts moving and exits from the station, and determination of the presence or absence of pinching continues. Even if the vehicle starts from a stopped state with the object stuck in the door, the object dragged by the vehicle can be found.

The conductor work support device includes a stop determination unit that determines whether the vehicle is in a stopped state, and a detection unit that detects an object existing within the scanning range when the stop determination unit determines that the vehicle is in a stopped state. and a gap detection area derivation unit that derives the gap detection area by retreating from the object detected by the detection unit. The gap detection area setting section may set the gap detection area derived by the gap detection area derivation section within the scanning range.

The shape of the platform and track (straight or curved, degree of curvature, etc.) and the size of the gap between the platform and the track differ from station to station. For this reason, the positional relationship of the optical scanner attached to the vehicle relative to the platform may vary from station to station. Some stations have high ballast piles, while others have no ballast. Therefore, the distance from the vehicle-mounted optical scanner to the track surface may also vary from station to station.

According to the above configuration, the gap detection area is derived so as to retreat from the object detected within the scanning range each time the train stops at a station. For this reason, even if the optical scanner is attached to the vehicle, it is necessary to individually derive the gap detection area in advance for each station, or to derive in advance a common gap detection area that does not interfere with objects at any station. There is no Therefore, the cost at the time of introduction can be reduced. In addition, the clearance detection area can be set up to the vicinity of the track surface according to the station, and the fall detection accuracy is improved.

The conductor work support device may further include a storage unit that stores the pinch detection area derived in advance based on the relative positional relationship of the optical scanner with respect to the door.
When the mounting position of the optical scanner on the vehicle is determined, the relative positional relationship of the optical scanner and the scanning range with respect to the door is fixed. Therefore, when the trapping detection area derived in advance based on this relative positional relationship is set within the scanning range, the relative positional relationship of the trapping detection area with respect to the door is the same regardless of the station. The block detection area setting unit refers to the storage unit and sets the block detection area stored in the storage unit within the scanning range. While simplifying the process of setting the detection area between doors, the detection area can be superimposed on the door in a side view at any station.

The conductor work support device, when it is determined by the entrapment judgment unit or the fall judgment unit that an entrapment or a fall has occurred, alarm control that activates an alarm device installed in the crew cabin where the crew members engaged in conductor duties board. You may further provide a part.
A crew member engaged in conductor duties can know that an entrapment or a fall has occurred based on the operation of the alarm device. It is possible to support the safety confirmation at the stop station performed by the crew.

The gap detection area setting unit may stop deriving and setting the gap detection area at a location where the gap formed between the station platform and the vehicle is small.
If the gap detection area is set at a location where the gap is small, the upper surface of the platform may enter the gap detection area, resulting in an erroneous determination. In such a case, derivation and setting of the gap detection area are stopped, so that erroneous determination can be prevented. It should be noted that there is a low probability that a fall will occur at a location where the gap is small. Therefore, it is permissible to pause the fall determination immediately after the gap detection area is not set.

A conductor work support system according to one aspect of the present invention includes the above-described conductor work support device, and an optical scanner attached to the outer surface of a vehicle and forming a substantially vertical scanning range along the side surface of the vehicle.
The system has technical features corresponding to the conductor work support device. Therefore, using the optical scanner, it is possible to determine both the presence or absence of a trap and the presence or absence of a fall. A crew member engaged in conductor duties can refer to this judgment result and confirm safety at a stop station without relying only on visual observation. In addition, the configuration is simpler than when a dedicated device for determining the presence or absence of a trap and a dedicated device for determining the presence or absence of a fall are installed separately. Therefore, both load reduction and cost reduction of the conductor work can be achieved.

At least one optical scanner may be mounted on one side of the vehicle. All of the passenger entry and exit doors of the vehicle may overlap the scan range in side view.
According to the above configuration, even if an entrapment occurs in any door, the entrapment can be detected without omission.
The conductor work support system may further include an alarm device installed in the crew cabin where the crew member engaged in the conductor work gets in. The alarm device may operate in a different operation pattern when the entrapment determination unit determines that an object has been caught and when the fall determination unit determines that a fall has occurred.

According to the above configuration, a crew member engaged in conductor duties can know whether a pinch has occurred or a fall has occurred, based on the operation pattern of the alarm device. Actions required when something is caught (e.g., reopening the door) and actions required when a fall occurs (e.g., keeping the door closed and rushing to the location of the fall) can be quickly performed according to the operation pattern of the alarm device. It can be carried out.

A conductor work support method according to one aspect of the present invention uses an optical scanner that is attached to the outer surface of a vehicle and forms a scanning range substantially vertically along the side surface of the vehicle. In addition, a passenger boarding and alighting door is provided on the side of the vehicle. The conductor work support method includes a trap detection area setting process, a gap detection area setting process, a trap judgment process, and a fall judgment process. In the block detection area setting step, the block detection area is set to a region overlapping the door in a side view within the scanning range. In the gap detection area setting step, the gap detection area is set to a gap formed between the station platform and the vehicle within the scanning range while the vehicle is stopped at the station. In the step of determining whether or not an object is caught in the door, it is determined whether or not an object is caught in the door within the detection area. In the fall determination step, it is determined whether or not there is a fall into the gap within the gap detection area.

A conductor work support program according to one aspect of the present invention causes a computer to execute the above conductor work support method.
The method and program have technical features corresponding to the conductor work support device. Therefore, using the optical scanner, it is possible to determine both the presence or absence of a trap and the presence or absence of a fall. A crew member engaged in conductor duties can refer to this judgment result and confirm safety at a stop station without relying only on visual observation. In addition, the configuration is simpler than when a dedicated device for determining the presence or absence of a trap and a dedicated device for determining the presence or absence of a fall are installed separately. Therefore, both load reduction and cost reduction of the conductor work can be achieved.

According to the present invention, it is possible to reduce the load of conductor work without introducing an expensive system.

1 is a block diagram showing a conductor work support device and a conductor work support system provided with the same according to a first embodiment of the present invention; FIG. 1A is a plan view of a platform and a track to which a conductor work support system according to a first embodiment is applied; FIG. (B) is a view taken along line IIB-IIB in FIG. 2(A). It is a III arrow directional view of FIG. 2(A). FIG. 9 is an explanatory diagram of processing for deriving a gap detection area; FIG. 9 is an explanatory diagram of processing for deriving a gap detection area; FIG. 9 is an explanatory diagram of processing for deriving a gap detection area; FIG. 9 is an explanatory diagram of processing for deriving a gap detection area; FIG. 9 is an explanatory diagram of processing for deriving a gap detection area; It is a flow chart which shows the conductor's work support method according to the first embodiment of the present invention. 4 is a time chart showing a conductor work support method according to the first embodiment of the present invention; FIG. 10 is a plan view of the platform and track in the absent state; (A) is a plan view of the platform and the track in the entering state, and (B) is a side view. (A) is a plan view of the platform and track in a stopped state with the door closed, and (B) is a side view. (A) is a plan view of the platform and track when the vehicle is stopped and the door is open, and (B) is a side view. (A) is a plan view of the platform and track in the stationary state and the doors are closed again, and (B) is a side view. (A) is a plan view of the platform and the track in the outgoing line state, and (B) is a side view. FIG. 8 is a front view of a platform and tracks to which a conductor work support system according to a second embodiment of the present invention is applied;

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Identical or corresponding elements are denoted by the same reference numerals throughout the drawings, and detailed description thereof will be omitted.
<First Embodiment>
(Conductor work support system)
FIG. 1 shows a conductor work support system 1 according to the first embodiment. The conductor work support system 1 supports conductor work in the railway business. Conductor duties are performed by crew members (conductors or drivers during one-man operation) who board the train 80 during passenger transportation.

A conductor work support system 1 includes a conductor work support device 2 , an optical scanner 3 , a train position detection device 4 , a vehicle speed detector 5 , an open/close detector 6 and an alarm device 7 .
The conductor work support device 2 is communicably connected to the optical scanner 3, the track detection device 4, the vehicle speed detector 5, the open/close detector 6, and the alarm device 7. FIG. A conductor work support device 2 , an optical scanner 3 , a vehicle speed detector 5 and an open/close detector 6 are mounted on a train 80 . The on-track detection device 4 is installed outside the train 80 .

The conductor work support device 2 is realized by, for example, a computer having a CPU, a memory and an interface. The conductor work support device 2 may be composed of a single computer, or may be a composite of a plurality of physically distributed computers. In the composite case, part of the computer may be accommodated within the housing of the optical scanner 3 .
The memory stores a conductor work support program that causes the conductor work support device 2 as a computer to execute the conductor work support method (see FIGS. 9 and 10) according to the present embodiment. The CPU reads out the conductor work support program in the memory and performs information processing related to the conductor work support method according to the conductor work support program.

2A, 2B and 3 show train 80, platform 91 and track 92. FIG. A train 80 runs on a track 92 laid on a roadbed 93 . Track 92 has a pair of rails that support the wheels of train 80 . Platform 91 is installed adjacent to track 92 so as not to interfere with train 80 running on track 92 .
A train 80 is composed of one car 81 or a plurality of cars 81 connected in series. In this embodiment, the train 80 is composed of two cars 81 .

The vehicle 81 has a plurality of trucks separated in the vehicle length direction and a vehicle body supported by the plurality of trucks. Each truck has two wheel sets and each wheel set has a pair of wheels on opposite ends of the axle. The vehicle body is supported by each bogie via a spring.
The vehicle body is generally rectangular parallelepiped and has a pair of side surfaces. A cabin 82 for passengers is formed inside the vehicle body. A plurality of entrances/exits 84 separated from each other in the vehicle length direction are formed on each side surface of the vehicle body. A side surface of the vehicle 81 is provided with a plurality of doors 85 that respectively open and close a plurality of entrances 84 . The format of the door 85 is not particularly limited. For example, as illustrated, the door 85 is composed of a double sliding door.

Two crew cabins 83 are provided at both ends in the vehicle length direction of the train 80 as a whole. In this embodiment, both of the two cars that constitute the train 80 are control cars, and the inside of the control car is partitioned into a cabin 82 and a crew cabin 83 by a partition plate. Each side of the vehicle 81 is provided with crew doors 86 for the crew to enter and exit the crew cabin 83 .
The vehicle 81 is also provided with various doors such as through doors.

In the crew room 83, devices necessary for driving work and conductor work are installed. For example, as shown in FIG. 1, in the crew cabin 83, a door operator 88 is provided for the crew to open and close the door 85 as one of the conductor duties. The door operating device 88 includes a first operating device corresponding to the door 85 provided on the first side of the vehicle 81 and a second operating device corresponding to the door 85 provided on the second side opposite to the first side. It is divided into 2 operators.

When the train 80 stops, the crew operates the door operator 88 to open the door 85 provided on the side facing the platform 91 . Passengers can cross the gap 90 formed between the platform 91 and the vehicle 81 and board the passenger compartment 82 from the platform 91 through the boarding/alighting opening 84 . Passengers can also get off from the cabin 82 to the platform 91 . When boarding/alighting stops, the crew operates the door operator 88 to close the door 85 .

A crew member can put his/her face out of the window provided in the crew member door 86 and visually confirm safety when the door is opened and closed. For example, the crew checks whether a passenger has accidentally fallen into the gap 90 while the door 85 is open, and whether the passenger's belongings (eg, a bag, stroller, etc.) are caught in the closed door 85. Please check how it is. If safety can be confirmed, the driver starts the train 80 .

The conductor work support system 1 determines whether or not a person has fallen into such a gap 90 and has been caught. "Falling into the gap 90" includes both the case of falling from the platform 91 until it reaches the track 92 and the case of being caught in the gap 90 and suspended in the air. If at least one of fall and entrapment occurs, the alarm 7 is activated. For example, the alarm 7 is installed in the crew cabin 83 (see FIG. 1). An alert is issued to the crew during safety checks to assist the crew in their conductor duties.

(track detector, vehicle speed detector, open/close detector)
The on-track detector 4 detects whether the train 80 exists on the track 92 adjacent to the platform 91, that is, whether the train 80 is on the platform 91 of the station or not. The detection result of the on-track detection device 4 is wirelessly transmitted to the conductor work support device 2 .

The on-rail detection device 4 may be configured in any way. For example, it may be a track circuit in which the range adjacent to the platform 91 in the track 92 is the detection range B. FIG. In this case, the detection range B corresponds to one blocked section. When the train 80 exists within the detection range B, the track circuit outputs information (track information) indicating that the train 80 is on the track regardless of whether the train 80 is stopped or running. When the train 80 does not exist within the detection range B, the track circuit outputs information indicating that the train 80 is absent (absence information).

Alternatively, the on-track detection device 4 may be composed of a pair of infrared sensors that detect the presence or absence of the train 80 at both limits of the detection range B. FIG. Whether or not the train 80 is on the line can be determined based on a combination of the detection results of the pair of infrared sensors.
A vehicle speed detector 5 detects the running speed of the train 80 . The vehicle speed detector 5 outputs information indicating the detected running speed to the conductor work support device 2 . The conductor work support device 2 can determine whether the train 80 is stopped based on the information output from the vehicle speed detector 5 .

The open/close detector 6 detects the state of the door 85 . The open/close detector 6 sends information indicating that the door 85 is closed (door closed information) or information indicating that the door 85 is open (door open information) to the conductor work support device 2 according to the detected state. output to

(optical scanner)
As shown in FIG. 1, the optical scanner 3 has a light source 11, a deflection section 12, and a light receiving section 13, which are housed in a housing of the optical scanner 3. As shown in FIG.
As shown in FIGS. 2A and 3, two optical scanners 3 are attached to the outer surface of one vehicle 81 in this embodiment. The outer surface of the vehicle 81 includes a ceiling surface of the vehicle body, a pair of side surfaces of the vehicle body, a front surface of the vehicle body, and a rear surface of the vehicle body. In this embodiment, the first optical scanner 3 is attached to the first side surface of the vehicle 81 . A second optical scanner 3 is mounted on a second side of the vehicle 81 opposite the first side.

The optical scanner 3 emits scanning light L such as laser light generated by the light source 11 while deflecting it within a predetermined angle range by the deflecting unit 12, thereby forming a two-dimensional (planar) scanning range SR. to form
The optical scanner 3 is attached to the vehicle 81 in such a posture that the scanning range SR is substantially vertical and that the scanning range SR is along the sides of the vehicle 81 . “The scanning range SR is substantially vertical” refers to a state in which the planar scanning range SR intersects the horizontal plane substantially perpendicularly. “The scanning range SR is along the side surface of the vehicle 81” means that the planar scanning range SR is separated from the side surface of the vehicle 81 by a small distance in the vehicle width direction and is substantially parallel to the side surface of the vehicle 81. Say.

The positions and attitudes of the optical scanner 3 and the scanning range SR with respect to the vehicle 81 are fixed regardless of whether or not the track 92 has a gradient by attaching it to the side surface. The orientation of the scanning range SR with respect to the ground changes with the vehicle 81 according to the gradient of the track 92 . The above "horizontal" and "vertical" are attitudes to the ground when the train 80 is running on the horizontal track 92, and are changed according to changes in gradient.

As shown in FIG. 2B, the deflection range of the scanning light L is approximately 180 degrees. The scanning range SR has a semicircular shape when viewed from the side, and is formed line-symmetrically with respect to a reference line extending directly downward from the optical scanner 3 . The optical scanner 3 is arranged at the upper part of the side surface and at the center in the vehicle length direction, and the diameter of the scanning range SR is longer than the vehicle length of the vehicle 81 . Therefore, substantially the entire side surface is covered with the scanning range SR. All the doors 85 provided on the first side overlap the scanning range SR formed by the optical scanners 3 attached on the same side in side view.

As shown in FIG. 3 , the scanning range SR extends along the side of the vehicle 81 . The housing of the optical scanner 3 is mounted so as to fit within the vehicle limit, and the scanning range SR is formed on the vehicle side of the front end of the housing in the vehicle width direction. The platform 91 is installed so as not to interfere with the vehicle 81 . Therefore, if the shape of the platform 91 and the linearity of the track 92 are not special and the lateral swing of the vehicle body with respect to the carriage or the track 92 is small, the scanning light L emitted from the optical scanner 3 and the scanning light formed thereby Range SR passes through gap 90 and extends below platform 91 .

As shown in FIG. 2B, within the scanning range SR, detection areas A1 and A2 are set according to the object to be detected (detection target) and the situation in which the detection target is detected (detection situation). be done. The object to be detected is, for example, a person who has fallen into the gap 90 or a passenger's property caught between the doors 85 . The detection state is, for example, the state of the vehicle 81, such as being stopped or being on a line. Since the detection areas A1 and A2 are set within the scanning range SR, they are planar like the scanning range SR and are in the same plane as the scanning range SR.

In this optical scanner 3, a plurality of detection areas A1 and A2 can be simultaneously set within one scanning range SR. Therefore, different objects to be detected, such as a fallen person and a pinched object, can be monitored in parallel. Furthermore, the same object to be detected (for example, a pinched object) can be detected individually in each of the plurality of detection areas. For example, under the same detection condition of a stopped state, pinching can be detected individually in each of the plurality of detection areas A1.
If an object exists within the scanning range SR, the scanning light L will be reflected by the object. The light receiving section 13 receives this reflected light. The conductor work support device 2 sets or cancels the detection areas A1 and A2 according to the detection situation, and during the setting of the detection areas A1 and A2, the detection areas being set based on the input of the reflected light at the light receiving unit 13 It is determined whether or not there is an object to be detected in A1 and A2.

(Conductor work support device)
As shown in FIG. 1, the conductor work support device 2 includes a storage unit 20, a train position information acquisition unit 21, a stop determination unit 22, an opening/closing information acquisition unit 23, and a blockage detection area setting unit 31 by executing a conductor work support program. , a gap detection area setting unit 32 , a detection unit 33 , a gap detection area derivation unit 34 , a block determination unit 35 , a fall determination unit 36 and an alarm control unit 37 .

The storage unit 20 stores information and data necessary for executing the conductor work support method.
The on-rail information acquisition unit 21 acquires on-rail information and absence information from the on-rail detection device 4 .
The stop determination unit 22 determines whether or not the train 80 is in a stopped state based on the running speed of the train 80 detected by the vehicle speed detector 5 . The stop determination unit 22 determines whether or not the running state has changed to a stopped state, and whether or not the stopped state has changed to a running state.

The open/close information acquisition unit 23 acquires closed door information and open door information from the open/close detector 6 .
The pinch detection area setting unit 31 sets the pinch detection area A1 within the scanning range SR during the pinch determination period T3 (see FIG. 10). During the obstruction determination period T3, the obstruction determination unit 35 determines whether or not an object is obstructed by the door 85 within the obstruction detection area A1 set in the scanning range SR.

The gap detection area setting unit 32 sets the gap detection area A2 within the scanning range SR during the fall determination period T2 (see FIG. 10). The fall determination unit 36 determines whether or not there is a fall into the gap 90 within the gap detection area A2 set in the scanning range SR during the fall determination period T2.
The start timing of the blockage determination period T3 is the timing at which the door 85 is once opened and then closed again. The end of the pinch determination period T3 is the timing of switching from the on-rail state to the absent state. That is, the blockage determination period T3 is a period from when passengers finish getting on and off until when the train 80 finishes leaving the station.

The start timing of the fall determination period T2 is the timing when the door 85 is once opened and then closed again. The end of the fall determination period T2 is the timing when the train 80 switches from the stopped state to the running state. That is, the fall determination period T2 is a period from the end of passenger boarding and alighting to the departure of the train 80, and starts at the same time as the entrapment determination period T3 and ends earlier than the entrapment determination period T3.

The alarm control unit 37 activates the alarm device 7 when the entrapment determination unit 35 or the fall determination unit 36 determines that an object has been caught or fallen. The alarm device 7 operates in different operation patterns when it is determined that an object has been caught and when it is determined that a fall has occurred. When the alarm device 7 is a lamp, the lighting color and operation patterns such as whether to keep lighting or blinking are different. When the alarm device 7 is a display, the contents of the displayed message are different. When the alarm device 7 is a speaker, the output sounds are different.

(Closed door detection area)
The blockage detection area A1 is derived in advance and stored in the storage unit 20 . “Preliminarily” means before the conductor work support system 1 is put into full operation. A plurality of trapping detection areas A1 correspond to the plurality of doors 85 on a one-to-one basis. Each door pinch detection area A1 is set in a region overlapping the corresponding door 85 in a side view.

In this embodiment, the optical scanner 3 is attached to the side of the vehicle 81 instead of being fixed to the roadbed 93 below the platform 91 . Therefore, once the mounting position of the optical scanner 3 on the vehicle 81 and the attitude of the optical scanner 3 with respect to the vehicle 81 are determined, the relative positional relationship of the optical scanner 3 and the scanning range SR with respect to the door 85 is fixed. Even if the stop position of the train 80 deviates from the target stop position, even if the track 92 is sloped, and even if the car body shakes in the stopped state, the direction and distance of the door 85 as seen from the optical scanner 3 will change. does not change. Therefore, each trapping detection area A1 is derived in advance so as to overlap the corresponding door 85 according to the position and attitude of the optical scanner 3 with respect to the vehicle 81 .

The blockage detection area A1 may be derived in advance based on design data. The jam detection area A1 is derived in advance according to the result of the test operation of the optical scanner 3 performed after the optical scanner 3 is attached to the vehicle 81 and before the conductor work support system 1 is put into operation. may
The pinch detection area setting unit 31 refers to the storage unit 20 and sets the pre-stored pinch detection area A1 within the scanning range SR during the pinch determination period T3. While the process of setting the trapping detection area A1 is simple, the trapping detection area A1 can be overlapped with the door 85 in a side view at any station.

(Gap detection area)
The gap detection area A2 is derived by the detection unit 33 and the gap detection area derivation unit 34 within the area derivation period T1 (see FIG. 10) each time the train 80 stops at a station. The start of the area derivation period T1 is the timing when the train 80 switches from the running state to the stopped state. The end of the area derivation period T1 is the start of the fall determination period T2. During the fall determination period T2, the gap detection area setting unit 32 sets the gap detection area A2 derived during the immediately preceding area derivation period T1 within the scanning range SR. The storage unit 20 may temporarily store the gap detection area A2 derived by the gap detection area deriving unit 34 until the fall determination using the gap detection area A2 is completed.

As shown in FIG. 2B, the gap detection area A2 is set in the gap 90 formed between the platform 91 and the vehicle 81 within the scanning range SR. The “gap” here includes a space formed between the vehicle 81 and the platform 91 in a region below the upper surface of the platform 91 .
In FIG. 2B, for convenience of illustration, the surface of the track 92 on which the scanning light L can be reflected within the gap 90 is simplified by a straight line in contact with the wheel. That is, the surface of the track 92 is simplified so as to maintain the same height as the rail top surface without undulations in the extending direction of the track 92 .

However, as shown in FIG. 3, track 92 is composed of various elements. In the gap 90, ballast such as gravel or crushed stone may be piled up. The ballast may have undulations in the direction of extension of the tracks 92 . Ballast height may change as a result of track maintenance work. Furthermore, different stations have different ballast heights, and some stations may have no ballast.
Therefore, the distance from the optical scanner 3 attached to the vehicle 81 to the surface of the track 92 in the gap 90 varies depending on the azimuth (position in the vehicle length direction) and also varies depending on the station. Even at the same station and in the same direction, if the stop position deviates from the target stop position in the vehicle length direction, the distance from the optical scanner 3 to the surface of the track 92 will be different. Even at the same stop position at the same station, the distance from the optical scanner 3 to the surface of the track 92 may differ in various directions before and after track maintenance work.

If the surface of the track 92 enters the gap detection area A2, the fall determination unit 36 may erroneously determine the track 92 as a fallen person. In order to avoid this erroneous determination, the lower edge A2a of the gap detection area A2 is positioned high upward so that the track 92 does not enter the gap detection area A2 regardless of where the train 80 stops at any station. A gap detection area A2 common to stations may be derived in advance. In this case, if the passenger falls at a location where the surface of the track 92 is relatively low, the passenger may not enter the clearance detection area A2, and the fall determination unit 36 may overlook the fallen person. In order to avoid this oversight, an individual gap detection area A2 may be preliminarily derived at each station. In this case, the task of preliminarily deriving a large number of gap detection areas A2 is complicated, and the introduction cost of the conductor work support system 1 may increase. In addition, there is a possibility that the validity of the clearance detection area A2 confirmed before the system operation cannot be maintained during the actual operation due to track maintenance work and other influences.

Therefore, the gap detection area A2 according to the present embodiment is derived each time the train 80 stops at a station. When the area derivation period T1 starts, the detection unit 33 detects an object existing within the scanning range SR. Candidate objects to be sensed include the surface of track 92 and the top surface of platform 91 .
The gap detection area derivation unit 34 derives the gap detection area A2 by retreating from the object detected by the detection unit 33 . Data acquisition for detection by the detection unit 33 is completed before the door 85 is opened. The area derivation processing in the gap detection area derivation unit 34 may end at any timing as long as it is completed by the end of the area derivation period T1 (the start of the fall determination period T2). It may be completed before the door 85 is opened, or the area derivation process may be continued even after the door 85 is opened.

The process of deriving the gap detection area A2 will be described with reference to FIGS. 4 to 8. FIG. 4 to 8, the top surface of the platform 91 and the top surface of the rail in contact with the wheels are indicated by two-dot chain straight lines. The surface of the track 92 on which the scanning light L can be reflected within the gap 90 is indicated by a solid line, and has gentle undulations in the extending direction of the track 92 unlike FIG. 2B.
In the step of deriving the gap detection area A2, the deflector 12 angularly moves the scanning light L within the scanning range SR of approximately 180 degrees (see the white arrow). In one scanning operation, the scanning light L is angularly moved around the deflection center in the housing from the scanning start angle θS to the scanning end angle θE. The height from the track 92 to the optical scanner 3 is sufficiently smaller than the radius of the scanning range SR (or the length from the optical scanner 3 to the longitudinal end of the vehicle 81). Therefore, within a certain angular range during this scanning operation, the scanning light L passes through the gap 90 and irradiates the surface of the trajectory 92 , and the reflected light from the surface is input to the light receiving section 13 . When the light receiver 13 receives the reflected light, the detector 33 measures the relative position of the reflected light RP with respect to the optical scanner 3 . That is, the detection unit 33 measures the orientation of the reflection position RP as seen from the optical scanner 3 and the distance from the optical scanner 3 to the reflection position RP.

Although the scanning angle of the optical scanner 3 changes continuously, the detector 33 detects the orientation of the reflection position RP for each predetermined angular resolution. The angular resolution is, for example, a minute value of 0.042° to 1°, but FIG. 4 shows the scanning light L, its reflected light, and the reflection position RP every 5° for convenience of illustration. The distance is the flight time of the scanning light L (the time from when the scanning light L is emitted at the scanning angle that matches the azimuth to when the reflected light from the reflection position RP in that azimuth is input to the light receiving unit 13), and the propagation speed of the scanning light L.

After one scanning operation, the reflection position RP is measured for each angular resolution, and a plot representing the measured reflection position RP is projected onto the plane formed by the scanning range SR. ) in which the plots are arranged discretely along the surface. Hereinafter, one scanning operation, a group of measurement results of the reflection position RP obtained by one scanning operation, or a projection generated from the group of measurement results is referred to as "one frame". The actual angular resolution is finer than illustrated in FIG. Therefore, in the projection view of one frame, a larger number of plots are arranged at finer intervals as if forming lines following the surface.

The scanning operation is repeated at high speed. The deflection unit 12 can perform, for example, 25 scanning operations per second, and the detection unit 33 obtains 25 frames per second. The above-mentioned "acquisition of data for detection by the detection unit 33" means that the detection unit 33 obtains measurement data of the reflection positions RP for a plurality of frames. Data acquisition starts when the train 80 comes to a standstill and ends in 0.5 to 1 second. During this time, since the door 85 remains closed, passenger boarding and alighting have not started, and the probability of falling into the gap 90 is considered to be low. For this reason, the scanning light L is not blocked by passengers, and the time is suitable for acquiring the data of the reflection position RP within the gap 90 .

Based on the scanning operation frequency (25 Hz above) and the time set for data acquisition (0.5 to 1 second above), the detection unit 33 obtains measurement data for 13 to 25 frames. . The detection unit 33 projects these multiple frames onto the same plane. During the time set for data collection, the probability that the scanning light L will be blocked by passengers is low, but it is caused by the inertia acting on the vehicle during braking and by the movement of passengers in the cabin 82 who are preparing to get off. The vehicle body may sway under the influence of load transfer. Due to this shaking, the position of the optical scanner 3 attached to the vehicle body relative to the track 92 is displaced, and the distance corresponding to each direction may change for each frame. By projecting multiple frames, it is possible to identify positions within the scanning range SR where the surface of the trajectory 92 may enter.

FIG. 5 shows the derivation of the gap detection area A2 after data acquisition by the detection unit 33. As shown in FIG. In FIG. 5, for convenience of illustration, only the measurement result group of the reflection position RP shown in FIG. 4, that is, only one frame of measurement data is indicated by a white circle (o). Actually, as described above, measurement data for multiple frames are represented on the same plane.
The gap detection area derivation unit 34 determines the lower edge A2a of the gap detection area A2 based on the measurement results of the reflection positions RP for a plurality of frames. The lower edge A2a is set above the measurement result group of the reflection positions RP arranged in the extending direction of the track 92 along the surface of the track 92 . For example, the lower edge A2a is determined by determining a position separated by a predetermined distance (for example, several cm) from each measurement result of the reflection position RP, and connecting the positions separated above from this reflection position RP. may be set. Thereby, the gap detection area A2 is derived so as to retreat upward from the surface of the trajectory 92 as the object detected by the optical scanner 3 . Further, the lower edge A2a of the gap detection area A2 is substantially parallel to the surface of the track 92 even if the surface has undulations.

The upper edge A2b and the pair of side edges A2c and A2d of the gap detection area A2 may be stored in the storage unit 20 in advance. For example, the upper edge A2b is set at the same height as the railing 87 provided at the lower edge of the entrance/exit 84, or at the same height as the lower end of the side surface of the vehicle body. As a result, the upper edge A2b of the gap detection area A2 can be positioned near the upper surface of the platform 91 at any station. The pair of side edges A2c and A2d are set at the same positions as the front and rear surfaces of the vehicle body in the vehicle length direction. As a result, a person falling into the gap 90 can be monitored over the entire length of the vehicle 81 .

As a result, the gap detection area A2 is derived so as to retreat from the object (for example, the surface of the track 92) detected within the scanning range SR each time the train stops at a station. For this reason, even if the optical scanner 3 is attached to the vehicle 81, the gap detection area A2 is individually derived for each station in advance, or a common gap detection area A2 that does not interfere with any object is derived in advance in any station. you don't have to Therefore, the cost at the time of introduction can be reduced. In addition, the clearance detection area A2 can be set to the vicinity of the surface of the track 92 each time, and the fall detection accuracy is improved.

FIG. 6 is a diagram in which measurement results for a plurality of frames are projected in a situation different from that in FIG. Depending on the station, the gap 90 may be extremely small. In this case, the scanning light L is reflected on the upper surface of the platform 91 or barely passes through the gap 90 . When such a measurement result is obtained, the gap detection area derivation unit 34 does not derive the gap detection area A2. Since the necessary measurement data cannot be obtained, the gap detection area A2 cannot be derived. For this reason, it is permissible to suspend the fall determination immediately after due to non-derivation.

FIG. 7 is a diagram showing measurement results for one frame projected in a different situation from FIGS. 4 and 6. In FIG. Depending on the station, there may be locations where the gap 90 is extremely small. In this case, the scanning light L is reflected by the upper surface of the platform 91 at the location where the gap 90 is locally small, and is reflected by the surface of the track 92 at other locations where the normal gap 90 is formed. In such a case, as shown in FIG. 8, the gap detection area A2 may be set so as to exclude the area reflected by the upper surface of the platform 91. FIG.

(Conductor work support method)
Hereinafter, the operation of the conductor work support device 2 will be described according to the procedure of the conductor work support method with reference to FIGS. 9 to 16. FIG. The flow shown in FIG. 9 is repeatedly executed while the train 80 is running.
Referring to FIG. 10 after t6 or before t1 and also FIG. 11, first, assume that the train 80 is running between stations. At this time, the on-rail information acquisition unit 21 acquires absence information from the on-rail detection device 4 . If the user is absent (S1: Y), the process ends.

Next, referring to FIG. 10 after t1 and FIG. 12 together, the train 80 enters the detection range B. At this time, the on-rail information acquisition unit 21 acquires on-rail information from the on-rail detection device 4 . The stop determination unit 22 determines that the train 80 is running. In particular, the stop determination unit 22 determines that the train 80 has not transitioned to the stop state and is still running from time t1 when the train location information acquisition unit 21 starts acquiring the rail location information. As a result, the entering state of the train 80 is detected in the conductor work support device 2 . If it is in the incoming line state (S1: Y), the process ends.

Next, referring to FIG. 10 after t2 and FIG. 13 together, the train 80 stops within the detection range B. At this time, the on-rail information acquisition unit 21 acquires on-rail information from the on-rail detection device 4 . The stop determination unit 22 determines that the train 80 is in a stopped state. At time t2 when the stop determination unit 22 determines that the train 80 has transitioned from the running state to the stopped state, the door 85 is in a closed state before being opened. The opening/closing information acquisition unit 23 acquires closed door information from the opening/closing detector 6 . In this stopped state and closed state before the door is opened (S1: N, S2: N, S3: Y), the clearance detection area A2 is derived (S10).

With the configuration described above, the conductor work support device 2 cannot specify which side of the platform 91 is on the left or right side of the direction of travel and which door 85 should be opened at time t2 when the train 80 stops. Therefore, both the left and right optical scanners 3 may derive the gap detection area A2. Instead, it is predetermined by the station whether the left door 85 or the right door 85 opens in the direction of travel. Therefore, the storage unit 20 may store in advance information indicating which of the left and right doors 85 is to be opened for each stop station. In this case, the detection unit 33 identifies the optical scanner 3 on the side facing the platform 91 according to the information stored in the storage unit 20 and detects the object within the scanning range SR of the optical scanner 3 . If the open/close detector 6 can detect which of the first operating device and the second operating device has been operated, when the operated operating device is detected, the clearance detection area on the side that has not been operated is changed. Derivation and configuration may be aborted.

The method of deriving the clearance detection area A2 is as described above. The detection unit 33 acquires measurement data for a plurality of frames within a data acquisition period of 0.5 to 1 second from time t2 when the train 80 stops. Acquisition of measurement data is completed before time t3 when the door 85 opens. A gap detection area derivation unit 34 derives a gap detection area A2 based on the detection result of the detection unit 33 . The flow shown in FIG. 9 indicates that the gap detection area A2 derivation process (S10) is completed before the door 85 is opened. It is only necessary to derive the area within the area derivation period T1 until the point of time t4 when the area is once opened and then closed again (see FIG. 10). The process of deriving the gap detection area A2 (S10) may be continued even after the door 85 is opened.

Next, referring to FIG. 10 after t3 and FIG. 14 together, the crew operates the door operator 88 to open the door 85 . At this time, the train position information acquisition unit 21 acquires the train position information from the train position detection device 4, and the stop determination unit 22 determines that the train 80 is in a stopped state. The opening/closing information acquisition unit 23 acquires opening information from the opening/closing detector 6 . In this stopped state and door open state (S1: Y), the process ends. In other words, the conductor work support device 2 waits for the door 85 to close again after time t3 when the open/close detector 6 acquires the door open information.

When the door 85 is opened, the passenger straddles the gap 90 and gets on and off the train 80 through the boarding/alighting port 84 . When the flow of passengers getting on and off stops, the crew operates the door operator 88 to close the door 85 . Falling can occur while the door is open, and pinching can occur when the door is closed.
Next, referring to FIG. 10 after t4 and FIG. 15, the door 85 is closed again. At this time, the train position information acquisition unit 21 acquires the train position information from the train position detection device 4, and the stop determination unit 22 determines that the train 80 is in a stopped state. The opening/closing information acquisition unit 23 acquires closed door information from the opening/closing detector 6 . When the stopped state and the re-closed state after opening the door are reached (S1: N, S2: N, S3: N), the fall judgment period T2 and the pinch judgment period T3 start.

The gap detection area setting unit 32 sets the gap detection area A2 derived by the gap detection area deriving unit 34 within the scanning range SR (S21). The fall determination unit 36 determines whether or not there is a fall into the gap 90 within the gap detection area A2 (S22).
If the passenger has not fallen into the gap 90, there is no object entering the gap detection area A2. If the passenger falls into the gap 90, the passenger enters the gap detection area A2. When the passenger is standing on the surface of the track 92 or suspended in the gap 90, the scanning light L is applied to the passenger's head, possibly shoulders and back. When the passenger is lying on the track 92, the head or legs of the passenger are irradiated with the scanning light L. Since the lower edge A2a is brought closer to the surface of the track 92, even a lying passenger can enter into the clearance sensing area A2. The fall determination unit 36 determines that a fall into the gap has occurred based on the appearance of the reflection position of the scanning light L within the gap detection area A2.

Also, the pinch detection area setting unit 31 sets the pinch detection area A1 stored in the storage unit 20 within the scanning range SR (S31). As a result, a plurality of door pinch detection areas A1 are overlapped with all doors 85 facing the platform 91 in a side view. The sandwich determination unit 35 determines whether or not there is a sandwich in each of the sandwich detection areas A1 (S32).
If there is no obstruction, passengers have already boarded and exited the vehicle, and there is no object around each door 85 that crosses the obstruction detection area A1. If an object is caught in a door 85, a part of the object that is caught in the door 85 and protruding outside the vehicle enters the door pinch detection area A1. Scanning light L is applied to this object. The pinch determination unit 35 determines that at least one of the doors 85 has been pinched based on the appearance of the reflection position of the scanning light L in at least one of the trap detection areas A1.

If it is determined that neither the fall nor the pinching has occurred (S23: N and S33: N), the process ends.
When it is determined that a fall has occurred (S23: Y), the alarm control unit 37 operates the alarm device 7 in an operation pattern corresponding to the occurrence of the fall (S24). When the entrapment judgment unit 35 judges that an object has been trapped (S33: Y), the alarm control unit 37 operates the alarm device 7 with an operation pattern corresponding to the occurrence of the object (S34). As a result, the crew in the crew's cabin 83 can know whether a fall has occurred or whether someone has been caught in a door.
In the flow shown in FIG. 9, the processes S21 to S24 related to the fall determination are executed prior to the processes S31 to S34 related to the obstruction determination, but the execution order of the two processes may be reversed.

Next, after time t5 in FIG. 10 and also referring to FIG. 16, the train 80 starts. At this time, the on-rail information acquisition unit 21 acquires on-rail information from the on-rail detection device 4 . The stop determination unit 22 determines that the train 80 is running. In particular, the stop determination unit 22 determines that the train 80 temporarily transits to a stop state from the time when the railroad information acquisition unit 21 starts acquiring the railroad information, exits the stop state, and becomes running again. As a result, the conductor work support device 2 detects the start of the train 80, the start of running, and the departure state. When the train 80 starts running in this manner and enters the exit state (S1: N, S2: Y), the fall determination period T2 ends and the pinch determination period T3 continues.

The gap detection area setting unit 32 cancels the setting of the gap detection area A2 (S41), and the fall determination unit 36 ends the determination of the presence or absence of a fall (S42). Then, in the same way as before starting, the trapping detection area setting unit 31 and the trapping determination unit 35 execute processing S31 to S34 relating to trapping determination.
The processing related to the blockage determination continues until the train 80 finishes leaving the station. The train position information acquiring unit 21 continues to acquire the train position information from the train position detection device 4 while the train 80 has not finished leaving the track. When the train 80 finishes leaving the line, that is, when the tail end of the train 80 leaves the detection range B, the information acquired by the on-rail information acquiring unit 21 switches from the on-rail information to the absent information. When switching to absence information (S1: Y), the process ends. That is, the trapping detection area setting unit 31 cancels the setting of the trapping detection area A1, and the trapping determination unit 35 terminates the determination of presence or absence of trapping.

According to this embodiment, by using the optical scanner 3 that forms the scanning range SR along the side surface of the vehicle 81 provided with the door 85 for passenger boarding and alighting, both the presence of a trap and the presence of a fall are detected. can judge. A crew member engaged in conductor duties can refer to this judgment result and confirm safety at a stop station without relying only on visual observation. In addition, the configuration is simpler than when a dedicated device for determining the presence or absence of a trap and a dedicated device for determining the presence or absence of a fall are installed separately. Therefore, both load reduction and cost reduction of the conductor work can be achieved.

For this reason, it is easy to introduce even in sections where one-man operation is adopted, and it is beneficial because it can reduce the burden of the driver's work as a conductor. Two optical scanners 3 are installed in one vehicle 81, but in such a section, the number of vehicles per train is small, and the number of trains is also small. Therefore, the configuration can be simpler than when a camera or laser scanner is installed at each station.

Determination of a fall is made in the stopped state and the re-closed state. Even if the fall occurs before the door is re-closed, it can be discovered without overlooking it before departure.
The gap detection area A2 is derived according to the shape of the surface of the track 92 when the train 80 is stopped. Alternatively, other railroad equipment may enter the clearance detection area A2. Determination of falling ends when the train 80 starts. Therefore, it is possible to prevent the fall determination unit 36 from erroneously determining railroad equipment other than the fallen person as the fallen person.

Judgment of being caught in a door is also made in the stopped state and the re-closed state. Even if a pinch occurs when the door is closed, it can be detected at an early stage before departure. Determination of being trapped is continued until the train 80 leaves the line. Even if the train 80 starts to move without being caught in the door, the object caught in the door 85 and dragged by the train 80 can be found before the running speed of the train 80 increases.

Since the alarm device 7 operates in different patterns when entrapment occurs and when a fall occurs, the crew can know whether entrapment or fall has occurred. In response to the operation of the alarm device 7, necessary countermeasures (for example, reopening the door 85) and necessary countermeasures for falling (for example, maintaining the closed state of the door and rushing to the place of falling) are determined according to the operation of the alarm device 7. can be done quickly.

<Second embodiment>
FIG. 17 shows a platform and track to which the conductor work support system according to the second embodiment is applied.
The optical scanner 3A according to this embodiment forms a plurality of scanning ranges SR. The plurality of scanning ranges SR differ from each other in orientation around a virtual axis in the vehicle length direction passing through the housing of the optical scanner 3A. When a plurality of scanning ranges SR are formed, a clearance detection area and a pinch detection area are set within each scanning range SR.
As a result, it is possible to monitor the position and size in the vehicle width direction of an object crossing these detection areas, and to accurately detect the occurrence of a fall or being caught in a door.

<Modification>
Although the embodiments have been described so far, the above configurations can be appropriately changed, added and/or deleted within the scope of the present invention.

Although the optical scanners 3 and 3A are provided on the side surface of the vehicle 81, they may be provided on the outer surface other than the side surface as long as the scanning range SR can be formed on the side surface.
Although one optical scanner is provided on one side surface, a plurality of optical scanners may be provided on one side surface.

1 Conductor work support system 2 Conductor work support device 3, 3A Optical scanner 7 Alarm device 20 Storage unit 21 Location information acquisition unit 22 Stop determination unit 23 Opening/closing information acquisition unit 31 Sandwich detection area setting unit 32 Gap detection area setting unit 33 Detection unit 34 Gap detection area derivation unit 35 Entrapment determination unit 36 Fall determination unit 37 Alarm control unit 80 Train 81 Car 83 Crew cabin 85 Passenger door 90 Gap 91 Platform 92 Track L Scanning light SR Scanning range A1 Entrapment detection Area A2 Gap detection area

Claims (14)

Within a scanning range formed substantially vertically along the side surface of the vehicle by an optical scanner attached to the outer surface of the vehicle, in a region that overlaps with a door for getting in and out of passengers provided on the side surface of the vehicle in a side view. a blockage detection area setting unit for setting a blockage detection area;
a gap detection area setting unit that sets a gap detection area in a gap formed between the platform of the station and the vehicle within the scanning range while the vehicle is stopped at the station;
a blockage determination unit that determines whether or not an object is caught in the door in the blockage detection area;
a fall determination unit that determines whether or not there is a fall into the gap within the gap detection area;
A conductor work support device. further comprising an opening/closing information acquisition unit that acquires closed door information indicating that the door is closed;
When the door closing information is acquired by the opening/closing information acquisition unit, the gap detection area setting unit sets the gap detection area within the scanning range, and the fall determination unit starts determination of the presence or absence of the fall. do,
The conductor work support device according to claim 1. A stop determination unit that determines whether the vehicle is in a stopped state,
When the stop determination unit determines that the vehicle has started from the stopped state, the gap detection area setting unit cancels the setting of the gap detection area, and the fall determination unit determines whether or not the fall has occurred. exit the
The conductor work support device according to claim 1 or 2. further comprising an opening/closing information acquisition unit that acquires closed door information indicating that the door is closed;
When the closing information is acquired by the opening/closing information acquiring section, the trapping detection area setting section sets the pinching detection area within the scanning range, and the pinching determination section judges the presence or absence of pinching. to start judging
The conductor work support device according to any one of claims 1 to 3. a train location information acquisition unit that acquires information indicating whether the vehicle is on the train at the station;
When the on-track information acquisition unit acquires information indicating that the vehicle has finished leaving the station, the trap detection area setting unit cancels the setting of the trap detection area, and the trap detection area is set. The determination unit terminates the determination of the presence or absence of the entrapment.
The conductor work support device according to any one of claims 1 to 4. a stop determination unit that determines whether the vehicle is in a stopped state;
a detection unit that detects an object existing within the scanning range when the stop determination unit determines that the vehicle is in the stopped state;
a gap detection area derivation unit for deriving the gap detection area so as to retreat from the object detected by the detection unit;
further comprising
The gap detection area setting unit sets the gap detection area derived by the gap detection area derivation unit within the scanning range.
The conductor work support device according to any one of claims 1 to 5. further comprising a storage unit that stores the pinch detection area derived in advance based on the relative positional relationship of the optical scanner with respect to the door;
The conductor work support device according to any one of claims 1 to 6. When the entrapment determination unit or the fall determination unit determines that the entrapment or the fall has occurred, an alarm control unit that activates an alarm device installed in the crew cabin where the crew engaged in the conductor's duties board. further prepare,
The conductor work support device according to any one of claims 1 to 7. The gap detection area setting unit stops deriving and setting the gap detection area at a location where the gap formed between the platform of the station and the vehicle is small.
The conductor work support device according to any one of claims 1 to 8. A conductor work support device according to any one of claims 1 to 9,
an optical scanner mounted on the outer surface of a vehicle and forming a generally vertical scan range along the side of the vehicle;
A conductor work support system. at least one optical scanner mounted on one side of the vehicle;
All of the doors for passenger entry and exit of the vehicle overlap with the scanning range in a side view,
The conductor work support system according to claim 10. Further equipped with an alarm installed in the crew room where the crew engaged in conductor work gets on,
The alarm device operates in a different operation pattern when the entrapment determination unit determines that the object has been caught and when the fall determination unit determines that the fall has occurred.
The conductor work support system according to claim 10 or 11. Within a scanning range formed substantially vertically along the side surface of the vehicle by an optical scanner attached to the outer surface of the vehicle, in a region that overlaps with a door for getting in and out of passengers provided on the side surface of the vehicle in a side view. a blockage detection area setting process for setting a blockage detection area;
a clearance detection area setting step of setting a clearance detection area in a clearance formed between the platform of the station and the vehicle within the scanning range when the vehicle stops at the station;
a step of determining whether or not an object is caught in the door in the door jamming detection area;
a fall determination step of determining whether or not there is a fall into the gap within the gap detection area;
A conductor work support method. causing a computer to execute the conductor work support method according to claim 13,
Conductor work support program.

Images