JPH1129043A - Intervehicular fall detector - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely detect fall of a person or an object into a railway track by providing a detection means outputting a fall detection signal when a prescribed change is generated in physical quantity in a detection area detected when a vehicle stops at a station by the entering into the detection area by a person or an object. SOLUTION: Each detection area V1 and V2 of detectors 54 has an extent in a railway track direction as each detection area V1 and V2 becomes the lower part by directivity of the detectors 54. Light emitted from the detectors 54 is projected on the whole area of a railway track surface corresponding to the lower surface of each detection area V1 and V2. By mounting the detectors 54 on both vehicle tip parts 51a and 52a, prescribed areas of a gap between both the vehicle tip parts 51a and 52a are always made detection areas in these detectors 54. The positional relation of the detectors 54 and the vehicle is always constant and fixed. Therefore, a fall of a person into a railway track can be detected from the prescribed areas of the gap between both the vehicle tip parts 51a and 52a.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for detecting that a person or an object has fallen into a track on a platform of a station from a gap between vehicle ends formed at a vehicle connecting portion of a train.

[0002]

2. Description of the Related Art For example, Japanese Unexamined Patent Publication No. Hei 7-329772 (hereinafter referred to as a first prior art) discloses that a plurality of PSD sensors and pyroelectric sensors are alternately arranged on a lower side surface of a platform on a line side. A sensing device is disclosed. In this device, when a person falls on the track, an alarm output is issued based on the outputs of the PSD sensor and the pyroelectric sensor arranged near the faller. When the train enters, the PSD sensor operates in synchronization with the entry of the train, so that it is possible to identify a case where a person falls. When it is determined that the train has entered, no warning is output. On the other hand, Japanese Unexamined Patent Publication No.
Of the prior art. 2) discloses a fallen object detecting device in which two types of PSD sensors are provided near the roof of a platform, and an obstacle on a track is detected therefrom. Further, Japanese Patent Publication No. 5-73179 (hereinafter referred to as a third prior art) discloses that a fall is detected by a fall detection mat laid on a part of the ground between the platform and the track, and an alarm is issued. An output device is disclosed.

[0003]

Generally, a person falls into a track often in a state where a train does not enter the platform. However, even after the train enters the platform, a person may fall into the track from the gap between the vehicle ends formed at the connecting portion of the vehicle. However, since each of the conventional devices as described above detects a fall of a person into the track when the train does not enter the platform, after the train enters the platform, the distance between the vehicle ends is reduced. Neither is it configured to detect that a person has fallen into the track from the gap or to a configuration suitable for detecting the fall.

For example, in the first prior art, when it is determined that a train has entered, a warning is not output. Further, in the second prior art, since the sensors are arranged so as to see through the track from above, it is difficult to detect a fall into the track from a gap between vehicle ends when the train enters the platform. In the first prior art and the second prior art, assuming that all trains always stop exactly at a fixed position and that the position of the gap between the vehicle ends is constant, From the lower side (first prior art)
Or, if the sensor is arranged so as to aim at the position of the gap from above (the second prior art), it is impossible to detect a fall of a person into the track from the gap between the vehicle ends after stopping. is not. However, in this case, if the stop position of the train is shifted, the light from the sensor is reflected on the lower part (first conventional technology) or the ceiling (second conventional technology) of the vehicle, and does not reach the gap between the vehicle ends. . Therefore, it is impossible to detect a fall of a person into the track from the gap between the vehicle ends. Further, according to the third conventional technique, if the position where the person falls is out of the width of the fall detection mat, the fall cannot be detected. As described above, with the conventional device, it has not been possible to reliably detect that a person has fallen on the railroad track from the gap between the cars of the train entering the platform.

[0005] In view of the above-mentioned conventional problems, the present invention provides a method for preventing a person or an object from falling into a track on a platform of a station from a gap between vehicle ends formed at a vehicle connecting portion of a train. It is an object of the present invention to provide an inter-vehicle fall detection device capable of reliably detecting a vehicle.

[0006]

According to the present invention, there is provided a vehicle-to-vehicle fall detecting device provided at a vehicle end at a predetermined area of a gap formed between vehicle ends at a connecting portion of the vehicle as a detection area, and the vehicle stops at a station. A detection unit that outputs a fall detection signal when a physical quantity in the detection area detected when the detection is performed has a predetermined change due to the entry of a person or an object into the detection area. In the vehicle-to-vehicle fall detecting device thus configured, a predetermined physical quantity in a detection area is detected by a detecting means provided at an end portion of the vehicle, and a fall is detected when the detected physical quantity causes a predetermined change. Output a signal. Since the detecting means is provided at the end of the vehicle, the positional relationship with the vehicle is unchanged. Therefore, regardless of the stop position of the train, entry of a person or an object into the detection area can be reliably detected. In addition, since the fall is detected by a predetermined change in the physical quantity detected at the time of stopping, the background information (for example, the shape and state of the track surface) specific to the stopping position is not affected, and a person or an object is not affected. Falling can be reliably detected.

In the above-mentioned vehicle fall detecting device (claim 1), the detecting means includes a reflective sensor and a control unit for controlling the reflective sensor, and the reflective sensor is one of two adjacent vehicles. May be provided at the end of the vehicle, and the track surface may be a projection area (claim 2). In this case, the light is projected toward the track surface by the reflection type sensor provided at one of the end portions of the vehicle. If the projection area is expanded in the direction parallel to the track by the directivity of the reflection type sensor, it is not necessary to provide the reflection type sensor at both of the opposed vehicle ends.

In the above-mentioned vehicle fall detecting device (claim 2), the reflection type sensor is a reflection type optical sensor, and the control unit outputs an output signal of the reflection type sensor when the vehicle arrives at the station and stops. It learns and memorizes every stop as a reference signal,
A fall detection signal may be output based on a change from the reference signal. In this case, the amount of background reflection from the platform of each station or the surface of the track at the position where the train stops is used as a reference signal, and the presence or absence of a fall of a person or an object is determined based on a change from the reference signal.

In the vehicle-to-vehicle fall detecting device (claim 2), means for issuing an alarm when the change is detected may be provided (claim 4). In this case, it is possible to call attention not only to the fall detection but also to an action that may cause a fall by an alarm.

In the above-mentioned vehicle-to-vehicle fall detecting device (claim 1), the detecting means is constituted by a cord-like body stretched between vehicles and a detector for detecting a tension applied to the cord-like body. (Claim 5). In this case, when a person or an object falls, a load is applied by being caught on the cord-like body, and a change in tension due to the load is detected by the detector.

In the above-mentioned vehicle-to-vehicle fall detecting device (claim 5), the detector is provided at one end of the vehicle, and one end of the cord is supported by the other end of the vehicle, and the other end is connected to the other end of the vehicle. Connected to a detector, the connection between the other end and the detector,
It may be released by applying a tension equal to or more than a predetermined value (claim 6). In this case, when a person or an object falls, a load is applied to the cord and a constant tension is generated, so that the other end of the cord and the detector are disconnected. Therefore, it can be determined that the vehicle has fallen when the connection is lost.

In the above-mentioned vehicle fall detecting device (claim 6), the cord-like body and the detector may be connected by a magnet (claim 7). In this case, even if the connection is disconnected, the magnet can be again attracted by the magnet. Therefore, the connection can be easily restored.

[0013] In the above-mentioned vehicle-to-vehicle fall detecting device (claim 5), the cord-like body may be provided at a position higher than the platform and along an extension of a side surface of the vehicle (claim). Item 8). In this case, the cord-like body also has an action of preventing a person or an object from falling down.

[0014] In the vehicle-to-vehicle fall detecting device (claim 8), the cord-like body may be urged by an elastic body and connected to the detector (claim 9). In this case, the detector detects a displacement caused by applying a constant tension to the elastic body.

[0015]

FIG. 1 shows a vehicle-to-vehicle fall detecting device (hereinafter, referred to as a detecting device) according to a first embodiment of the present invention.
1A is a diagram illustrating a vehicle to which the vehicle is attached, FIG. 2A is a diagram of the vehicle viewed from a side, and FIG. The detection device is attached to detect that a person has fallen into a track from a predetermined region of a gap between vehicle ends connected to each other when the train is stopped at a station.
The illustration of the connection mechanism is omitted. In the figure,
A hood 53 is attached between the vehicles 51 and 52 connected to each other. For example, assuming that the traveling direction of the train is the direction of arrow A, the detection device 54 is attached to the rear end portion 51a on the left side with respect to the traveling direction of the vehicle 51 and the front end portion 52a on the right side with respect to the traveling direction of the vehicle 52. ing. The detection device 54 includes a reflection-type optical sensor, and is arranged downward with the optical axis facing the line surface. Each of the detection areas V1 and V2 of the detection device 54 has a width in the line direction as going downward due to the directivity of the detection device 54. Also,
The light emitted from the detection device 54 is projected on the entire area of the track surface corresponding to the lower surface of each of the detection areas V1 and V2 (corresponding to the hatched portion in (b)).

As described above, the detecting device 54 is connected to the vehicle end 5.
By being attached to 1a and 52a, these detecting devices 54 always use a predetermined region of the gap between the vehicle ends as the detecting region. That is, when a detection device is provided on a platform or a structure of a station, there is a problem that the detection device cannot be used due to the approach of the train to the platform or the detection device does not work depending on the stop position of the train, In the above configuration, such a problem does not occur because the positional relationship between the detection device 54 and the vehicle is always constant. Therefore, it is possible to detect the falling of a person from a predetermined area of the gap between the vehicle ends into the track without being affected by the difference in the structure of the station or the relative positional relationship between the platform and the train. it can.

Next, the detecting device 54 will be described in detail. FIG. 2 is a block diagram illustrating a configuration of the detection device 54. In the figure, the detecting device 54 is a light emitting and receiving device 1
4. The control device 20 includes an on-timer 31 and a relay 32. The light emitting / receiving device 14 includes a light emitting unit A, a light receiving unit B, a light emitting element changeover switch 10, a light receiving element changeover switch 11, a light receiving signal amplifier 12, and a sample and hold circuit 13. The control device 20 includes a CPU 2
1. ROM 23 as program memory, RAM 22 as data memory, interface circuit (PIO)
24, and an A / D converter 25. The ROM 23 stores a reference value setting program shown in FIG. 6 and a detection program shown in FIG. 7, and also stores an element switching program.

As shown in FIG. 3, the light projecting section A includes a plurality of light projecting elements (light emitting diodes) 1 to
8 in two horizontal rows. As shown in FIGS. 2 and 4, each of the light projecting elements 1 to 8 irradiates infrared rays with its optical axis directed toward the line surface F, whereby the divided irradiation areas C1 to C8 are irradiated.
An irradiation area C composed of (FIG. 2) is formed on the line surface F.
The light-emitting elements 1 to 4 constituting the first light-emitting element row are arranged in an irradiation area C.
, And the group of the light emitting elements 5 to 8 constituting the second light emitting element row shares the second half (the end of the own vehicle) of the irradiation area C. ing.

On the other hand, as shown in FIG. 3, the light receiving section B is composed of light receiving elements 1A to 8A of the same number as the light projecting elements 1 to 8 arranged in two horizontal rows at the back of the light receiving lens 9A. Light receiving element 1A
Each of the optical axes 中心 to 8A is arranged toward the center of the divided irradiation areas C1 to C8. Light receiving element 1 thus arranged
1A to 4A of A to 8A are respectively light emitting elements 1 to
The detection areas S1 to S4 indicated by oblique lines in FIG. Similarly, the light receiving elements 5A to 8A
FIG. 4 shows the inside of the irradiation space by the light emitting elements 5 to 8 respectively.
From the detection areas S1 to S4 of FIG.
Alternatively, the detection areas S5 to S8 are formed on the 52a) side (see (b)).

The light emitting elements 1 to 8 receive a driving signal (frequency 1 kHz to 2 kHz) via the light emitting element changeover switch 10 and repeatedly emit infrared rays having a pulse waveform as shown in FIG. The emitted infrared light is reflected by the line surface F, and the reflected light is detected by the light receiving elements 1A to 8A. Light receiving signals VL (shown in FIG. 5B) output from the light receiving elements 1A to 8A are taken out through a light receiving element changeover switch 11, further amplified by an amplifier 12, and then input to a sample and hold circuit 13. The light emitting element changeover switch 10 receives the switching signal Sw from the control device 20, and switches and inputs the driving signal P to the light emitting elements 1 to 8 at high speed. This switching input is performed cyclically in the order of the light emitting elements 1 to 8. On the other hand, the light receiving element changeover switch 11
Upon receiving the switching signal Sw, the light receiving elements 1A to 8A are synchronized with the switching of the light emitting elements 1 to 8, respectively, and
Switch connection.

The sample and hold circuit 13 receives the sample and hold signal S / H, samples and holds the maximum level VLmax of the incoming light receiving signal (pulse signal) VL. The A / D converter 25 converts the hold value VLmax of the sample hold circuit 13 into a digital value,
Input to PU21. The drive signal P, the switching signal Sw, and the sample / hold signal S / H are sent from the CPU 21 and supplied to the light emitting / receiving device 14 through the interface circuit 24.

Next, the operation of the detection device 54 will be described. When the train stops at the station and the stop signal ST is transmitted to the CPU 2 via the interface circuit 24,
The following predetermined operation is performed by inputting it to “1”. << 1. Reference value setting operation >> When the stop signal ST is input,
The execution of the reference value setting program is started according to the flowchart of FIG. First, the CPU 21 operates, and the light emitting elements 1 to 8 are switched at predetermined time intervals to emit infrared rays. The light receiving elements 1A to 8A are light emitting elements 1 to 8 respectively.
, And receives the reflected light from the detection areas S1 to S8. Light receiving elements 1A to 8A that have received reflected light
Sequentially sends out a light receiving signal VL having a level proportional to the amount of reflected light.

The A / D converter 25 outputs the first pulse, the second pulse,..., The n-th pulse of the light-receiving signal VL sequentially transmitted from the light-receiving element 1A (however, in this example, The maximum level value VLmax (n = 4) is converted to a digital value and sent to the CPU 21. When the maximum level value VLmax of the n-th pulse is digitally converted, the CPU 21
An average value N10 of the n digital values D01, D02,..., D0n is calculated, and the average value N10 is calculated as the detection area S1.
Threshold values σu and σd are provided above and below as reference values for. Then, the CPU 21 determines the criterion K1 (N10-σ
d <K1 <N10−σu) is set and stored in the address for the detection area S1 in the RAM 22. This reference value setting routine is similarly executed for the detection areas S2 to S8, and the respective determination criteria K2 to K8 are set. In this way, the reference value and the criterion are "learned" and stored in the RAM 22.

<< 2. Detection Operation >> After the reference value setting operation is completed, the detection program of FIG.
Executed for S8. Hereinafter, the detection area S1 will be described. The A / D converter 25 provides the maximum level value VLmax of the pulse of the light receiving signal VL, as in the reference value setting operation.
To a digital value. The CPU 21 has n (n =
When the maximum level value of the pulse of 4) is digitally converted,
n (n = 4) digital values D11, D12,...
D1n is averaged to calculate an average received light amount N11, and it is determined whether or not the average received light amount N11 is outside the determination reference K1. When the average received light amount N11 is within the criterion K1,
The above-described average received light amount calculation operation is repeated on condition that the relay 32 is deenergized and the fall detection signal Y is extinguished.

When the average received light amount N11 is out of the criterion K1, the above-mentioned average received light amount N11 is checked in order to confirm whether or not the average received light amount N11 is affected by disturbance such as sunlight or an instant flying object. Is repeated. That is, the CPU 21 calculates the average received light amount N12 by averaging the digital values of the following 2n (n = 4) pulses. In this case, an abnormally large or small digital value is excluded as a result of the disturbance or the AC component, and the remaining digital values are averaged. Next, it is determined again whether or not the average received light amount N12 is outside the criterion K1. If the average received light amount N12 is still outside the criterion K1, a second check is performed to determine whether or not it is affected by disturbance light. The third detection routine is executed. That is, the CPU 21 calculates the average received light amount N13 by averaging the digital values of the following 2n (n = 4) pulses. In this case as well, abnormally large or small digital values are excluded, and the remaining digital values are averaged. The CPU 21 compares the average received light amount N13 with the average received light amount N12 obtained in the second detection routine, and determines that a person has fallen into the detection area S1 if the two are the same or approximate. The detection signal X is sent to the ON timer 31 and the relay 32.
As a result, the relay 32 is energized (turned on). When the relay 32 is energized, a fall detection signal Y is output. This output is maintained for the time set by the on-timer 31, and then the relay 32 is turned off.

By sending the fall detection signal Y to the driver's cab or the conductor's cabin, the driver or conductor can know that a fall has occurred. In some cases, a fall detection signal Y is output by the above operation even though the fall is not actually occurring. For example,
This is the case where a person leans on the detection area, or an umbrella or the like intentionally protrudes into the detection area. Assuming such a case, a system configuration may be adopted in which a fall detection signal Y sounds an alarm buzzer or the like so that passengers on the platform can hear it. Thereby, falling can be prevented beforehand, and a warning can be issued for an undesirable action. In the above case, the falling detection signal Y is maintained for the set time of the timer 31.
When safety is prioritized, the fall detection signal Y may be continuously output, and the relay 32 may be turned off by a manual reset operation to stop the output.

As described above, each time the train stops at the station, the reference value and the criterion are "learned" and stored, and thereafter, it is determined whether the received light signal is within the range of the criterion from the reference value. Monitor. In this way, the procedure of learning and storing the reference value and the like for each stop is adopted, so that the stored reference value and determination criterion are always the shape of the track surface along the station platform at the stop position of the vehicle at that time. -It is the value of the "background" that incorporates all the effects of the state, sunlight, or lighting. After that, if a light receiving signal outside the range of the determination criterion is detected without being transient from the reference value, it is determined that a human fall has occurred, and a fall detection signal is output. In this manner, by capturing a predetermined relative change amount from the reference value serving as the “background”, it is possible to reliably detect a fall of a person while preventing a malfunction.

In the above-described embodiment, an example has been described in which an infrared sensor is used and the physical quantity detected from the detection area is an infrared ray. However, the configuration of the present invention is not limited to this, and various reflection type Sensors can be used.
For example, another optical sensor, ultrasonic sensor, pyroelectric (heat ray) sensor, radar (radio wave), or the like may be used.

The above-described embodiment has a configuration in which a predetermined area of the gap between the end portions of the vehicle is set as a detection area, and a fall of a person is detected in a non-contact manner on the basis of light emission to the detection area and light reception from the detection area. However, apart from this, a configuration is also possible in which a fall is detected based on a change in tension caused by the load of the faller being directly applied to the detection body. Hereinafter, the latter configuration will be described.

FIGS. 8A and 8B show a second embodiment of the present invention.
It is the figure which looked at the vehicle which attached the fall detection device between vehicles by an embodiment from the side and the upper surface, respectively. In the figure, vehicles 51, 52 and hood 53 are the same as in the first embodiment. A wire 56 is stretched between the ends 51a and 51b of the vehicle 51 and the ends 52b and 52a of the vehicle 52 facing the ends 51a and 51b, respectively. However, since the wire 56 has a margin in length so as to be able to cope with a change in the distance between the vehicle ends when traveling on a curve, the wire 56 is slightly hung. One end of the wire 56 is connected to the detectors 5 provided at the end 51a of the vehicle 51 and the end 52a of the vehicle 52, respectively.
7 is connected. The mounting height of the wire 56 is set such that the hanging portion is higher than the height of the platform. Further, as shown in (b), the wire 56 is attached not obliquely to the direction of the line, but obliquely. This is to ensure that the body is hooked on the wire 56 when falling.

FIG. 9 is a diagram showing an example of the configuration of the detector 57. The detector 57 is attached to, for example, a magnet 57a embedded in an end portion 51a of the vehicle, a Hall element 57b provided in contact with the magnet 57a, an amplifier 57c connected to the Hall element 57b, and a tip of the wire 56. It is constituted by the magnetic body 57d provided. Normally, the magnetic body 57d is attracted to the magnet 57a, and the wire 56 is stretched. In this state, the output of the amplifier 57c is at L level, for example. When a load is applied to the wire 56 due to a person falling down while the train is stopped at the station, a tension greater than a predetermined value is generated in the wire 56. As a result, the magnetic body 57
d is disengaged from the magnet 57a, causing a change in the magnetic field. When the Hall element 57b detects this change in the magnetic field, the output of the amplifier 57c changes to the H level. By using this H level signal as an alarm signal, a driver or a conductor can know that a fall has occurred.

FIG. 10 is a diagram showing another example of the configuration of the detector 57. As shown in FIG. In this example, the detector 57 includes a reed switch 57e and a magnet 5 attached to the tip of the wire 56.
7f. Usually, the magnet 57f is attracted to the concave portion 51c provided at the end portion 51a of the vehicle. In this state, the output of the reed switch 57e is on. When a load is applied to the wire 56 due to a person falling down while the train is stopped at the station, a tension greater than a predetermined value is generated in the wire 56. As a result, the magnet 57f is
c, and the output of the reed switch 57e is turned off. By using this off signal as an alarm signal,
Drivers and conductors can know that a fall has occurred.

FIG. 11 is a diagram showing still another example of the configuration of the detector 57. As shown in FIG. In this example, the detector 57 includes a limit switch 57g, a tip 57h fixed to the tip of the wire 56 and driving the limit switch 57g, a spring (compression spring) 57i, and a spring holding plate 57j (fixed object).
It is composed of Normally, the weight of the wire 56 is supported via a spring 57i, and is in the state shown in the figure. Therefore, the tip 57h drives the limit switch 57g to output an ON or OFF signal. When a load is applied to the wire 56 due to, for example, a person falling down while the train is stopped at the station, and the wire 56 is pulled in the direction of arrow B, the tip end 57h retreats against the spring 57i, and the limit switch is moved. 57g is in a non-driving state and generates an off or on signal. By using this signal change as an alarm signal, a driver or a conductor can know that a fall has occurred. In this example, the limit switch 57g is in the non-driving state only while the wire 56 is under a certain tension, and when the tension is reduced (that is, when the load is removed), the spring 57i automatically returns to the original state. Return to.
Therefore, it is not necessary to rework the wire 56 after the occurrence of the fall accident.

The detector 57 shown in FIGS.
Are physical state changes (dropping or displacement) based on a change in tension due to a load applied to the wire 56.
And converts it into an electric signal. Such a configuration is capable of various other embodiments.

In the second embodiment, the wire 5
Although 6 is mounted so as to be oblique to the line direction when viewed in plan, other mounting forms are also possible. 12 and 13 are views of the train as viewed from above. In FIG. 12, two wires 56 are provided at one location and cross each other. This makes it extremely unlikely that a person will slip through and fall between them without being caught on the wires 56. That is, the falling can be detected more reliably. In this case, it is necessary to provide four detectors 57 as shown in the figure. On the other hand, as shown in FIG. 13, the wire 56 can be attached along an extension of the side surface of the vehicle body, that is, so as to be substantially flush with the side surface of the vehicle body. In this case, in terms of the reliability of the fall detection, FIG.
Although it is inferior to the mounting form such as 2, there are other different effects. That is, when the train enters the platform, the wire 56 plays a role of not only a fall detection but also a fall prevention rope.

In each of the above embodiments, the description has been made mainly on the detection of a fall of a person. However, the fall of an object (excluding a minute object) can be similarly detected by the detection device of the present invention. Needless to say.

[0037]

The present invention configured as described above has the following effects. According to the vehicle-to-vehicle fall detecting device of the first aspect, since the detecting means is provided at the end of the vehicle, the positional relationship with the vehicle is unchanged. Therefore, regardless of the stop position of the train, entry of a person or an object into the detection area can be reliably detected. In addition, since the fall is detected by a predetermined change in the physical quantity detected when the vehicle stops, the fall of a person or an object can be reliably detected without being affected by background information unique to the stop position. In this manner, when the train stops at the station, it is possible to reliably detect a fall of a person or an object into the track from a predetermined region of the gap between the vehicle ends.

According to the vehicle fall detecting device of the second aspect,
Since the projection toward the track surface is performed by the reflection type sensor provided at one of the vehicle end portions, if the projection area is expanded in the direction parallel to the line by the directivity of the reflection type sensor, the opposite vehicle There is no need to provide reflective sensors at both ends. Therefore, the structure is simplified.

According to the inter-vehicle fall detecting device of the third aspect,
The amount of background reflection from the platform of each station or the surface of the track at the position where the train stopped is used as the reference signal, and changes from this reference signal determine whether a person or object has fallen, and thus erroneous detection is performed. Reliable fall detection that has been eliminated can be performed.

According to the vehicle fall detecting device of the fourth aspect,
Not only a fall detection but also a warning about an action or the like that may cause a fall can be alerted by warning, so that a fall can be prevented before it occurs.

According to the vehicle fall detecting device of the fifth aspect,
When a person or an object falls, the load is applied by being hooked on the cord-like body, and the tension caused by the load is detected by the detector. Therefore, the fall can be reliably detected with a simple configuration.

According to the vehicle fall detecting device of claim 6,
Since the fall can be determined when the connection between the cord and the detector is disconnected, the fall can be always detected with a fixed sensitivity.

According to the fall detecting device between vehicles of claim 7,
Even if the connection is disconnected, the connection can be easily restored because the magnet can be again attracted by the magnet. Also,
If a Hall element is used for the detector, the magnet can be used both as a mechanical connection member and as an electromagnetic actuator.

According to the vehicle fall detecting device of claim 8,
The cord-like body also has an action of preventing a person or an object from falling down.

According to the vehicle fall detecting device of claim 9,
Since the detector detects the displacement caused by applying a constant tension to the elastic body, the elastic body can automatically return to the original state if the tension decreases.

[Brief description of the drawings]

FIG. 1 is a view showing a vehicle to which a vehicle-to-vehicle fall detection device according to a first embodiment of the present invention is attached, wherein (a) is a view of the vehicle from a side, and (b) is a view of the vehicle from an upper surface. FIG.

FIG. 2 is a block diagram illustrating a configuration of the vehicle-to-vehicle fall detection device.

FIG. 3 is a perspective view showing the external appearance of the vehicle-to-vehicle fall detection device.

4A and 4B are diagrams illustrating a detection area of the vehicle-to-vehicle fall detection device, wherein FIG. 4A is a view from the front side and FIG.

5A is a waveform diagram of an infrared ray emitted from the light emitting element, and FIG. 5B is a waveform diagram of a signal output from the light receiving element.

FIG. 6 is a flowchart showing a reference value setting operation.

FIG. 7 is a flowchart illustrating a detection operation.

FIGS. 8A and 8B are diagrams showing a vehicle to which the vehicle-to-vehicle fall detecting device according to the second embodiment of the present invention is attached, wherein FIG. 8A is a diagram viewed from the side, and FIG.

FIG. 9 is a diagram illustrating an example of a configuration of a detector according to the second embodiment.

FIG. 10 is a diagram illustrating another example of the configuration of the detector according to the second embodiment.

FIG. 11 is a diagram showing still another example of the configuration of the detector according to the second embodiment.

FIG. 12 is a plan view showing another example of a wire attachment mode according to the second embodiment.

FIG. 13 is a plan view showing still another example of a wire attachment mode according to the second embodiment.

[Explanation of symbols]

 14 Emitter / receiver 20 Controller 51, 52 Vehicle 51a, 51b, 52a, 52b Vehicle end 51c Recess 54 Detector 56 Wire 57 Detector V1, V2, S1 to S8 Detection area

Claims (9)

[Claims] 1. A vehicle according to claim 1, wherein a predetermined region of a gap formed between the vehicle ends at a connecting portion of the vehicle is provided as a detection region at the vehicle end.
A detection unit that outputs a fall detection signal when a physical quantity in the detection area detected when the vehicle is stopped at the station changes by a predetermined amount due to entry of a person or an object into the detection area. Characteristic vehicle fall detection device. 2. The detecting means includes a reflective sensor and a control unit for controlling the reflective sensor, wherein the reflective sensor is provided at one end of one of two adjacent vehicles, and The vehicle-to-vehicle fall detection device according to claim 1, wherein the road surface is a projection area. 3. The reflection-type sensor is a reflection-type optical sensor, and the control unit learns and stores the output signal of the reflection-type sensor when the vehicle arrives at the station and stops at each stop as a reference signal. The vehicle-to-vehicle fall detection device according to claim 2, wherein a fall detection signal is output based on a change from the reference signal. 4. An apparatus for detecting a fall between vehicles according to claim 2, further comprising means for issuing an alarm when said change is detected. 5. The apparatus according to claim 1, wherein the detecting means comprises a cord stretched between the vehicles and a detector for detecting a tension applied to the cord. The vehicle-to-vehicle fall detection device according to any one of the preceding claims. 6. The detector is provided at one end of the vehicle, and the cord has one end supported by the other end of the vehicle and the other end connected to the detector. The vehicle-to-vehicle fall detecting device according to claim 5, wherein the connection between the vehicle and the detector is disconnected by applying a tension equal to or more than a predetermined value. 7. The vehicle-to-vehicle fall detecting device according to claim 6, wherein said cord-like body and said detector are connected by a magnet. 8. The vehicle-to-vehicle fall detecting device according to claim 5, wherein the cord-like body is provided at a position higher than a platform and along an extension of a side surface of the vehicle. 9. The vehicle-to-vehicle fall detecting device according to claim 8, wherein the cord-like body is urged by an elastic body and connected to the detector.