JP7132740B2 - Object detection system - Google Patents

Description

The present invention relates to object detection systems.

2. Description of the Related Art As a method for detecting an object such as an obstacle on a railroad track through which a railroad vehicle passes, there is known a method in which sensors are installed along the railroad track. For example, in order to reduce erroneous detection, there are known systems that use train position information (see Patent Document 1) and systems that detect sensor failures (see Patent Document 2).

JP 2016-193669 A JP-A-2016-43903

With the techniques disclosed in Patent Documents 1 and 2, the number of sensors is enormous because it is necessary to install sensors over the entire travel section. Therefore, installation and maintenance costs increase.

In view of the above background, the present invention provides an object detection system capable of accurately detecting an object such as an obstacle while suppressing installation and maintenance costs.

In order to solve the above-mentioned problems, the present invention provides a system for detecting an object in a passing space of a vehicle traveling on a dedicated road, wherein the system detects an object in a blind spot space where an on-vehicle sensor installed in the vehicle cannot detect the object . and one or more first ground sensors placed on the ground for detecting an object in the blind spot space, and one or more second ground sensors placed on the ground for detecting an object in the space immediately after the blind spot following the blind spot space. , the detection range of the one or more first ground sensors covers the blind spot space, the detection range of the one or more second ground sensors covers the space immediately after the blind spot, and the one or more first ground sensors Each of the sensors is arranged so that a detection direction is a direction intersecting the dedicated road, and each of the one or more second ground sensors is arranged so that a detection direction is along the dedicated road. In a first aspect, an object detection system is provided.

According to the object detection system of the first aspect, the number of second ground sensors can be reduced compared to the case where the second ground sensors are arranged so that the detection direction is the direction that intersects the track. .

In the object detection system of the first aspect, a configuration in which the dedicated path is a track and the vehicle is a railroad vehicle may be adopted as a second aspect.

According to the object detection system of the second aspect, it is possible to accurately detect an object that can be an obstacle to a railroad vehicle traveling on a track that passes through a dead space at low cost with a small number of sensors.

In the object detection system of the first or second aspect, the angle of the detection range of each of the one or more second ground sensors is narrower than the angle of each of the detection ranges of the one or more first ground sensors. The configuration may be adopted as the third aspect.

According to the object detection system of the third aspect, it is possible to accurately detect an object in the space immediately after the blind spot.

The figure which showed the whole structure of the object detection system which concerns on one Embodiment. FIG. 2 is a diagram for explaining configurations of a vehicle-side detection device and a ground-side detection device according to one embodiment; It is the figure which showed the structure of the vehicle side detection apparatus which concerns on one Embodiment. FIG. 4 is a diagram for explaining detection of an object by the object detection system according to one embodiment; The figure which showed the arrangement|positioning of the ground sensor which concerns on one Embodiment. The figure which showed the flow of the process by the object detection system which concerns on one Embodiment. The figure which showed the blind spot space and the space immediately after a blind spot which concerns on a modification.

[Embodiment]
An object detection system 10 according to one embodiment of the present invention is described below. FIG. 1 is a diagram showing the overall configuration of an object detection system 10. As shown in FIG. Note that the object here is an object of a certain size or larger, such as a car, a person, a falling rock, or an animal, which can become an obstacle.

As shown in FIG. 1 , the object detection system 10 includes an object detection management device 100 , a vehicle side detection device 200 and a ground side detection device 300 . The object detection management device 100 manages the entire object detection system 10 .

The vehicle-side detection device 200 is provided in a train TR that runs on a track RL as a dedicated running route, and detects obstacles. The ground-side detection device 300 is provided around the track RL and has a function of supplementing detection of obstacles by the vehicle-side detection device 200 .

The object detection management device 100 can communicate with the vehicle side detection device 200 provided in each train TR running on the track RL and each ground side detection device 300 provided around the track RL. be. Therefore, it is possible to manage the object detection system 10 in the entire section of the track RL.

FIG. 2 is a diagram for explaining the configurations of the vehicle-side detection device 200 and the ground-side detection device 300. As shown in FIG. The vehicle-side detection device 200 includes an on-board sensor 210 , an antenna 220 , and a vehicle control section 230 .

The on-board sensor 210 is arranged ahead of the train TR in the direction of travel, and detects the presence or absence of an object. The on-board sensor 210 is arranged toward the leading side in the running direction so as to be able to acquire image information on the peripheral side of the running train TR, particularly on the front side. Specifically, it is composed of a millimeter-wave radar, a device using a laser such as a distance imaging device, or an imaging device (camera). That is, the on-vehicle sensor 210 can detect the presence or absence of an object by acquiring image data.

Here, the on-vehicle sensor 210 may transmit the image data as it is to the vehicle control unit 230 as the detection result, and the vehicle control unit 230 may collectively perform image analysis. The detection result may be transmitted to the vehicle control unit 230 after a certain period of time. For example, image data of an area image detected as an object is extracted from the image data by the in-vehicle sensor 210 and then transmitted to the vehicle control unit 230 . The vehicle control unit 230 determines whether or not the detected object is an obstacle by judging the size and the like from the image data of the area image detected as the object.

The antenna 220 wirelessly transmits and receives signals to and from the antenna 110 provided in the object detection management device 100 . In particular, here, it functions as a receiving unit that receives detection results transmitted from the ground-side detection device 300 via the object detection management device 100 .

The vehicle control unit 230 is a computer including various arithmetic circuits such as a CPU, a data storage unit, etc., is connected to each unit, and performs various vehicle controls including object detection. The vehicle control unit 230 is connected to an in-vehicle output unit 250 including a brake device 240 for stopping the train TR and a speaker, display unit, etc. for transmitting various information to passengers in the train. there is

The vehicle control unit 230, which constitutes the vehicle-side detection device 200, performs various necessary processes such as image processing on the information acquired via the on-vehicle sensor 210 and the antenna 220, thereby obtaining information based on the information. The presence or absence of an obstacle is determined by the controller, and motion control is performed based on the result of the determination.

More specifically, when it is determined that there is an obstacle ahead in the traveling direction from the detection result of the presence or absence of an object based on the image data acquired by the on-vehicle sensor 210 or the detection result acquired by the antenna 220, the vehicle control unit 230 operates the brake device 240 to decelerate or stop the vehicle. Furthermore, the vehicle control unit 230 notifies the passengers that the vehicle will be stopped by sudden braking. That is, the vehicle control unit 230 functions as a determination unit that determines whether or not an object detected by the on-vehicle sensor 210 is an obstacle, and further performs operation control based on the determination result of the determination unit. Function.

Further, although detailed illustration is omitted, the vehicle control unit 230 can also control the operation of each unit such as operation of a master controller (main controller), and judge the presence or absence of an obstacle in the obstacle detection as described above. Automatic operation of the train TR on the track RL is made possible by performing operation control while grasping the external environment including the outside environment. It should be noted that automatic driving here can include completely unmanned automatic driving without a driver, in addition to the case where a driver (watchman) is on board.

Next, the ground side detection device 300 includes a ground sensor 310 , an antenna 320 and a ground side controller 330 .

The ground sensors 310 are arranged along the track RL at positions necessary for the running of the train TR to detect the presence or absence of an object. That is, the ground sensor 310 is provided at an appropriate location to compensate for a range that cannot be detected by the on-board sensor 210 that constitutes the vehicle-side detection device 200 . A specific example of the location where the ground sensor 310 is installed will be described later.

The ground sensor 310 is a sensor capable of acquiring image information, similarly to the on-vehicle sensor 210, and is specifically composed of an imaging device (camera), a distance imaging device, a millimeter wave radar, and the like. That is, the ground sensor 310 can detect the presence or absence of an object by acquiring image data.

The antenna 320 wirelessly transmits and receives signals to and from the antenna 110 provided in the object detection management device 100 . In particular, here, it functions as a transmission unit that transmits the detection result of ground sensor 310 to object detection management device 100 .

The ground-side control unit 330 is a computer including various arithmetic circuits such as a CPU, a data storage unit, and the like, and performs various controls by being connected to each unit.

Here, regarding the configuration of the ground sensor 310 and the ground side control unit 330, for example, the image data acquired by the ground sensor 310 is transmitted to the vehicle side detection device 200 via the object detection management device 100 as the detection result as it is, and the image data is obtained. The analysis may be collectively performed by the vehicle control unit 230 of the vehicle-side detection device 200 . However, the ground sensor 310 or the ground-side control unit 330 may perform image analysis processing to some extent, and then transmit the detection result to the vehicle-side detection device 200 via the object detection management device 100 . Further, for example, image data of an area image detected as an object is extracted from the image data acquired by the ground sensor 310 or the ground-side control unit 330, and the extracted data is sent to the vehicle via the object detection management device 100. It is transmitted to the side detection device 200 . The vehicle control unit 230 of the vehicle-side detection device 200 determines whether or not the detected object is an obstacle by judging the size and the like from the image data of the region image detected as the object.

FIG. 3 is a diagram showing the configuration of the vehicle-side detection device 200. As shown in FIG. As described above, the vehicle-side detection device 200 is mounted on the train TR and performs various processes for detecting obstacles. The vehicle control unit 230 is in charge of various operation controls, and also performs various processes related to obstacle detection. Various modes are conceivable as the configuration of vehicle control unit 230 for enabling this.

In the example shown in FIG. 3A, the vehicle control unit 230 includes various control circuits, programs, etc., and has a main control unit 231 that acquires information from the on-vehicle sensor 210 and the antenna 220 .

The main control unit 231 functions as a position detection unit 232 that detects the position of the train TR, and also functions as an information selection unit 233 that selects information acquired from the onboard sensor 210 and the antenna 220 . Based on the acquired information on the current position of the train TR, the position detection unit 232 grasps matters that can be detected and matters that cannot be detected by the on-board sensors 210 mounted on the train TR at that position. The information selection unit 233 selects information on the result of object detection by the in-vehicle sensor 210 and information on the result of object detection acquired from the antenna 220 based on the information grasped by the position detection unit 232 . That is, for items that can be detected by on-board sensor 210, the results of detection by on-board sensor 210 are used. For items that cannot be detected, that is, items that need to be compensated for by the ground-side detection device 300, the detection results obtained from the antenna 220 are used, thereby making it possible to accurately grasp the external situation. In other words, the main control unit 231, as the information selection unit 233, selects the monitoring result to be adopted from the information on the detection result by the vehicle-side detection device 200 and the information on the detection result by the ground-side detection device 300. It enables the operation control as described above.

In addition, as for the method of detecting the position of the train TR in the position detection unit 232, that is, acquiring information about the position, for example, communication with the object detection management device 100 is used. As other methods, coupling (not shown) between the beacon provided on the ground and the on-board coil provided on the car, calculation from the traveled distance, various sensors provided to change the slope and inclination angle of the track RL, etc. Various methods are conceivable, such as reading changes in the external environment at any time.

Further, for example, in the example shown in FIG. 3B, the main control unit 231 functions as the position detection unit 232 similar to that described above, and in addition to the information selection unit 233 shown in FIG. , functions as a monitoring switching unit 234 that switches the detection destination.

In the case of the configuration illustrated in FIG. It is installed in front. Based on the acquired position information, the position detection unit 232 grasps matters that can be detected and matters that cannot be detected by the on-board sensors 210 mounted on the train TR at that position. The monitoring switching unit 234 appropriately switches between the detection by the vehicle-side detection device 200 and the detection by the ground-side detection device 300 based on the information grasped by the position detection unit 232, according to the current position information on the track RL. . In this case as well, the detection result of the on-board sensor 210 is used for items that can be detected by the on-board sensor 210 . For items that cannot be detected, that is, items that need to be compensated for by the ground-side detection device 300, the detection results obtained from the antenna 220 are used, so that the external situation can be accurately grasped.

Note that in both the example shown in FIG. 3A and the example shown in FIG. This means that it functions as a detection processing unit that performs detection.

FIG. 4 is a diagram for explaining detection of an object by the object detection system 10. FIG. FIG. 4 is a plan view showing an example of a curved section of the line RL. The within-gauge PP indicated by the dashed line in FIG. 4 indicates a range within the building gauge where structures around the railroad track should not be installed. The detection of an obstacle object by the object detection system 10 may be possible as long as it is possible within the construction gauge PP.

As shown in FIG. 4, in the curved section of the track RL, there are trees, signboards, etc. outside the construction gauge PP. The detection range MR is a range in which the onboard sensor 210 can detect an object. A part of the detection range MR of the on-board sensor 210 of the train TR running in front of the curved section is blocked by trees, signboards, or the like in the curved section ahead. As shown in FIG. 4, the detection range MR includes a detectable range MR1 that is not blocked by trees, signboards, etc., and a non-detectable range MR2 that is blocked by trees, signboards, etc. Therefore, even if there is an obstacle in the undetectable range MR2, the on-vehicle sensor 210 cannot detect it.

In FIG. 4, when the train TR passes through the curved section, the track RL becomes straight and there is nothing that blocks the detection range MR. Here, it is assumed that the on-board sensor 210 of the train TR detects an obstacle OB in front immediately after passing through the curved section. At this time, based on the detection result of the on-vehicle sensor 210 , in the vehicle-side detection device 200 , the brake device 240 is operated by the operation of the vehicle control section 230 . Then, the train TR decelerates and stops. In FIG. 4, the detectable distance L1 is the forward detectable distance within the detection range MR at the time when the on-board sensor 210 detects the obstacle OB (immediately before the brake device 240 operates). The stopping distance L2 is the distance traveled by the train TR after the brake device 240 is activated until the train TR stops.

As shown in FIG. 4, stopping distance L2 is shorter than detectable distance L1. Therefore, when an obstacle is detected within the detection range MR during normal running in a straight section, the train TR can be stopped in front of the obstacle by operating the brake device 240 immediately afterward.

However, in the straight section immediately after passing through the curved section, if the on-board sensor 210 suddenly detects an obstacle OB within a distance closer than the stopping distance L2, which was undetectable until immediately before, the train TR cannot stop in front of the obstacle OB and collides with the obstacle OB.

As described above, the following two problems occur in the curved section of the line RL. First, before a train passes through a curved section, there is a range in which an obstacle becomes undetectable in the curved section. Second, immediately after the train passes through a curved section, even if an obstacle is suddenly detected within a distance shorter than the stopping distance L2, the train cannot stop in front of the obstacle.

In order to solve these problems, in this embodiment, a sensor capable of detecting an obstacle is installed on the ground in a section of the track RL including a curved section and a stopping distance L2 following the section.

FIG. 5 is a diagram showing the arrangement of ground sensors 310. As shown in FIG. In FIG. 5, the blind spot space DS is a space (in this example, a curved section of the track RL) in which an undetectable range may occur within the detection range MR of the on-board sensor 210 of the train TR. In order to detect objects in the blind space DS, in the example of FIG. 5, five ground sensors 310-1, 310-2, . . . , 310-5 are installed.

In FIG. 5, the post-blind spot space DN is a space that includes the stopping distance L2 that the train TR passes through immediately after passing through the blind spot space DS. In the example of FIG. 5, two ground sensors 310-6 and 310-7 are installed in order to detect objects in the space DN immediately after the blind spot.

Ground sensors 310-1, 310-2, . Ground sensors 310-1, 310-3, and 310-5 are provided on one side of the track RL (the right side of the traveling direction of the train TR), and ground sensors 310-2 and 310-4 are provided on the other side of the track RL (the train It is provided on the left side of TR in the traveling direction). Each ground sensor 310 is provided so that the detection range is in the direction that intersects the running direction of the train TR (the direction that intersects the track). The detection range of ground sensors 310-1, 310-2, .

The ground sensors 310-6 and 310-7 are provided on different sides with respect to the track RL (the ground sensor 310-6 is on the left side in the traveling direction of the train TR, and the ground sensor 310-7 is on the right side in the traveling direction of the train TR). there is The ground sensor 310-6 is provided on the blind space DS side, and the ground sensor 310-7 is provided on the far side from the blind space DS. The ground sensors 310-6 and 310-7 are provided so that the detection range is in the direction along the running direction of the train TR (direction along the track). The detection range of the ground sensors 310-6 and 310-7 covers the entire construction gauge PP in the space DN immediately after the blind spot.

As shown in FIG. 5, the detection ranges of the ground sensors 310-6, 310-7 are longer than the detection ranges of the ground sensors 310-1, 310-2, . . . , 310-5. In order to enable accurate detection over a long distance, the angles (angles of view) of the detection ranges of the ground sensors 310-6 and 310-7 are smaller than those of the ground sensors 310-1, 310-2, ..., 310-5. there is

FIG. 6 is a diagram showing the flow of processing in the object detection system 10. As shown in FIG.

The ground-side control unit 330 of the ground-side detection device 300 first acquires image data from each of the plurality of ground sensors 310 (step S611), and detects an object based on the image data (step S612). . Then, detection result information indicating whether or not the detected object is an obstacle is transmitted to the object detection management device 100 via the antenna 320 (step S613).

The object detection management device 100 is in a state of waiting for reception by the antenna 110 . When the detection result information transmitted from the ground-side detection device 300 is received (step S621), it is checked whether or not there is an obstacle based on the information (step S622). If there is an obstacle, the detection result information is transmitted to the vehicle-side detection device 200 via the antenna 110 (step S623).

The vehicle control unit 230 of the vehicle-side detection device 200 first acquires image data from the on-vehicle sensor 210 (step S631), and detects an object based on the image data (step S632). Then, it is determined whether or not the detected object is an obstacle (step S633). If it is determined that there is an obstacle, the brake device 240 is operated to stop the train TR (step S636).

If it is determined that there is no obstacle, it is checked whether detection result information has been received from the object detection system 10 via the antenna 220 (step S634). If information has been received, it is determined whether the distance from the current position of the train TR to the position of the obstacle is shorter than a predetermined distance (step S635). If the distance from the current position of the train TR to the position of the obstacle is shorter than the predetermined distance, the brake device 240 is operated to stop the train TR (step S636).

If the train TR is not to be stopped, the process from step S631 is repeated. Further, when the train TR is stopped, the crew removes obstacles and confirms safety (step S637), and then the processing from step S631 is resumed.

As described above, by detecting an obstacle on the track using the on-board sensors 210 provided on the train TR, the number of ground sensors 310 provided on the ground can be significantly reduced. In addition, by providing the ground sensor 310 in the blind space DS that cannot be detected by the on-board sensor 210 on the track, detection by the on-board sensor 210 can be supplemented. Furthermore, by providing the ground sensor 310 in the space DN immediately after the blind spot up to the stop distance of the train TR following the blind spot space DS, detection by the on-board sensor 210 can be supplemented.

[Modification]
Various modifications can be made to the embodiments described above. Examples of these modifications are shown below. In addition, the embodiment described above and the modifications described below may be appropriately combined.

(1) In the above-described embodiment, the dead space DS is defined as a curved section of the line RL, but the condition of the dead space DS is not limited to the curved line RL. For example, when there is a difference in height on the railroad track RL, or when the reliability of the detection result of the on-board sensor 210 is not ensured due to the environment such as the reflection of sunlight, etc., the blind spot space DS may occur.

FIG. 7 is a diagram showing a blind spot space DS and a post-blind spot space DN according to a modification. In FIG. 7, the line RL is laid on an undulating ground surface in a section from point G to point H. In FIG. Therefore, even if the on-board sensor 210 of the train TR traveling in the section from the point G to the point H approaches the point H, the section ahead of the point H becomes a blind spot and an object cannot be detected. The blind spot space DS is a space in which the on-board sensor 210 cannot detect an object until the train TR reaches the point H. Ground sensors 310-1, 310-2, .

When the train TR passes through the dead space DS, an object can be detected in front of the on-board sensor 210 . However, in the space up to the stopping distance L2, even if the obstacle can be detected, it is impossible to stop the train TR in front of the obstacle. Therefore, this section is the post-blind spot space DN, and ground sensors 310-6 and 310-7 are provided as in the above-described embodiment.

(2) In the above-described embodiment, the detection direction of the ground sensors 310-6 and 310-7 in the space DN immediately after the blind spot is the direction along the track. good too.

(3) In the above-described embodiment, the transmission of the detection result from the ground side detection device 300 is transmitted to the vehicle side detection device 200 via the object detection management device 100. 300 may be directly transmitted to the vehicle-side detection device 200 .

(4) In the above-described embodiment, each of the vehicle-side detection device 200 and the ground-side detection device 300 determines the presence or absence of an obstacle, but the present invention is not limited to this. For example, the ground side detection device 300 does not judge the presence or absence of an obstacle, but transmits the acquired image data to the vehicle side detection device 200 via the object detection management device 100, and the vehicle side detection device 200 converts the image data into image data. The presence or absence of an obstacle may be determined based on this.

Alternatively, the object detection management device 100 may determine the presence or absence of an obstacle based on the image data from the ground side detection device 300 and transmit detection information to the vehicle side detection device 200 .

(5) In the above-described embodiments, the object detection system is applied to trains running on tracks. It may be applied to Moreover, it is good also as applying to the bus which is a vehicle which drive|works the exclusive road as an exclusive driving|running path.

(6) In the above-described embodiment, the number of ground sensors 310 covering the blind spot space DS is five, and the number of ground sensors 310 covering the post-blind spot space DN is two. are only examples. For example, when the distance of the space DN immediately after the blind spot in the running direction of the train TR exceeds the detectable distance of one ground sensor 310, the space DN immediately after the blind spot cannot be covered by a set of two ground sensors 310. In this case, two or more sets of ground sensors may cover the space DN immediately after the blind spot.

DESCRIPTION OF SYMBOLS 10... Object detection system, 100... Object detection management apparatus, 110... Antenna, 200... Vehicle side detection apparatus, 210... Vehicle sensor, 220... Antenna, 230... Vehicle control part, 231... Main control part, 232... Position detection Section, 233... Information selecting section, 234... Monitoring switching section, 240... Brake device, 250... In-vehicle output section, 300... Ground side detection device, 310... Ground sensor, 320... Antenna, 330... Ground side control section.

Claims (3)

A system for detecting an object in a passing space of a vehicle traveling on a dedicated road,
One or more first ground sensors arranged on the ground for detecting an object in a blind spot space that cannot be detected by on-vehicle sensors arranged in the vehicle, and detecting objects in a space immediately after the blind spot following the blind spot space and one or more second ground sensors located on the ground to
The detection range of the one or more first ground sensors covers the blind spot space, the detection range of the one or more second ground sensors covers the space immediately after the blind spot,
Each of the one or more first ground sensors is arranged so that a detection direction is a direction intersecting the dedicated road, and each of the one or more second ground sensors has a detection direction of the dedicated road. oriented along the road
Object detection system. 2. The object detection system of claim 1, wherein the dedicated path is a track and the vehicle is a railroad vehicle. The object detection system according to claim 1 or 2 , wherein the angle of detection range of each of the one or more second ground sensors is narrower than the angle of detection range of each of the one or more first ground sensors.

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