JP6599210B2 - Gate device, passage detection device, and gate system - Google Patents

Description

  The present invention relates to a gate device, a passage detection device, and a gate system that can be applied to a bicycle parking lot that houses, for example, a bicycle or a motorcycle.

  2. Description of the Related Art In recent years, paid bicycle parking lots that accommodate two-wheeled vehicles such as bicycles and motorcycles are often installed around railway stations and large shopping malls. For example, gate devices are provided at the entrances and exits of bicycle parking lots, and the passage of bicycles and the like is restricted to be one by one. An admission ticket that records the date and time of admission is issued to a bicycle that passes through the gate device, and a parking fee is collected. Recently, technology for preventing illegal use of bicycle parking lots has also been developed.

  For example, in the parking gate system described in Patent Document 1, first and second gate devices are respectively arranged before and after the ticketing machine, and each gate device is provided with a passage detection sensor for detecting the passage of a bicycle. ing. A wheel sensor is disposed in the vicinity of the ticket issuing machine.

  When the bicycle passes the first gate device toward the ticket issuing machine, the wheel is detected by the wheel sensor, and when the detection by the passage detection sensor of the first gate device is completed, the first gate device is closed. When the operation of the ticket issuing machine is completed, the second gate device is opened, and when the passage detection sensor of the second gate device is switched from the detection state to the non-detection state, the second gate device is closed. Thereafter, when the wheel sensor is in a non-detection state, the first gate device is opened and the next bicycle is allowed to travel. As a result, it is possible to surely prevent illegal joint entry and exit (paragraphs [0009] and [0016] in FIG. 1 in the specification of Patent Document 1).

  Moreover, in the gate of the bicycle parking lot described in Patent Document 2, two struts are arranged so as to sandwich the passage for guiding the bicycle, and one of the struts is provided with a flapper that can be opened and closed. Infrared sensors are provided as non-contact sensors for detecting the passage of the bicycle on the lower side and the upper side of the column. The infrared sensor is provided so that the passage of the bicycle can be detected in the space above and below the flapper. As a result, it is possible to prevent the bicycle from passing illegally over the closed flapper (paragraphs [0016] and [0038] in FIG. 1 of Patent Document 2).

JP 2012-63806 A Japanese Unexamined Patent Publication No. 2000-177872

  In order to prevent unauthorized participation, etc., it is necessary to detect the passing bicycle with high accuracy and to appropriately control the opening and closing of the gate. For example, if a so-called detection omission that erroneously detects a passing bicycle occurs, a malfunction of the gate device is caused, and it is difficult to prevent fraud. Recently, various types of bicycles having different wheel sizes are used, and high detection accuracy corresponding to these bicycles is required.

  In view of the circumstances as described above, an object of the present invention is to provide a gate device, a passage detection device, and a gate system that can detect a passing bicycle, a motorcycle, or the like with high accuracy.

In order to achieve the above object, a gate device according to one embodiment of the present invention includes a gate and a detector.
The gate is configured to be openable and closable with a predetermined direction as a traveling direction, and in a closed state, the gate regulates the progress of the motorcycle along the traveling direction at a predetermined position and opens from the closed state to the traveling direction side. Is opened, and the restriction of the progress at the predetermined position is released.
The detection unit is a position between the predetermined position and the tip of the gate from a first position that is a position closer to the movement direction than the tip of the gate in the opened direction in the open state. A range up to the second position is provided so as to be detectable, and at least any position within the range can detect the presence or absence of an object at a predetermined height from the ground.

  The distance between the first and second positions may be larger than the radius of the largest diameter wheel assumed as a detection target. In this case, the predetermined height may be a height capable of detecting a central portion of the wheel having the maximum diameter.

  The detection unit may be provided to extend in one direction in a range from the first position to the second position.

  The detection unit may extend along the traveling direction.

  The detection unit may be provided to be inclined from a position higher than the predetermined height of the second position to a position lower than the predetermined height of the first position.

  The inclination angle of the detection unit may be about 15 degrees.

  The detection unit may be provided at a position where it is impossible to detect the front end of the two-wheeled vehicle whose travel is restricted at the predetermined position.

  The detection unit may be provided at a position where it is impossible to detect the front end portion of the two-wheeled vehicle having the wheel with the maximum diameter whose travel is restricted at the predetermined position.

  The second position may be a position closer to the traveling direction than a distal end portion on the traveling direction side of the two-wheeled vehicle having the wheel with the maximum diameter whose travel is restricted at the predetermined position.

  The distance between the first and second positions may be greater than the distance from the front wheel to the rear wheel of the two-wheeled vehicle having the largest diameter wheel.

  The assumed maximum diameter may be 28 inches.

  The detection unit may be provided so as to be able to detect a wheel having a minimum diameter assumed as a detection target at any position in the range from the first position to the second position.

  The distance between the first and second positions may be greater than the distance from the front wheel to the chain wheel of the two-wheeled vehicle having the smallest diameter wheel.

  The assumed minimum diameter may be 12.5 inches.

  The size of the range detectable by the detection unit may be about 430 mm in the extension direction of the detection unit and about 45 mm in the direction orthogonal to the extension direction.

  The gate device may further include another detection unit that can detect the presence or absence of an object at a position higher than the gate.

  A passage detection device according to an aspect of the present invention is configured to be openable and closable with a predetermined direction as a traveling direction, and in a closed state, restricts the progress of the motorcycle along the traveling direction at a predetermined position, and The passage detection device is provided in a gate device including a gate that is opened by opening in the traveling direction side and releases the restriction of the traveling at the predetermined position, and includes the detection unit.

The gate system which concerns on 1 form of this invention comprises the said gate apparatus provided on the course of the two-wheeled vehicle, and the management apparatus.
The management device is provided on a route of the two-wheeled vehicle, and manages the passage of the two-wheeled vehicle by switching between an open state and a closed state of the gate based on a detection result by the detection unit.

  When permitting the two-wheeled vehicle to pass, the management device may open the gate when the detection unit is in a non-detection state.

  As described above, according to the present invention, it is possible to detect a passing bicycle or motorcycle with high accuracy.

It is an external view which shows the structural example of the gate system which concerns on one Embodiment of this invention. It is a figure which shows the structural example of the right gate apparatus and the detection apparatus connected to it. It is a block diagram which shows the functional structural example of a payment machine, a wheel sensor, and the 1st and 2nd gate apparatus. It is a flowchart which shows the operation example of a gate system. It is a schematic diagram when a 28-inch first bicycle passes through a second gate device. It is a schematic diagram when a 12.5 inch 2nd bicycle passes a 2nd gate apparatus. It is a schematic diagram when a 20-inch third bicycle passes through the second gate device. It is a figure which shows the structural example of the 2nd gate apparatus which concerns on other embodiment. It is a figure for demonstrating the case where a 14-inch 3rd bicycle passes 2nd gate apparatus.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings.

[Gate system configuration]
FIG. 1 is an external view showing a configuration example of a gate system according to an embodiment of the present invention. The gate system 100 is disposed on a road (track) provided with a predetermined direction as a travel direction. In the present embodiment, the gate system 100 is arranged on the lane 1 for the entry car that should pass when entering from the bicycle parking lot.

  In the following description, the traveling direction side, the near side, the right side, and the left side are described with reference to the traveling direction shown in the drawing. For example, with respect to the pedal 61 of the bicycle 60 shown in FIG. 1, the front wheel 62a is positioned on the traveling direction side, and the rear wheel 62b is positioned on the front side. In addition, with respect to the bicycle 60, the settlement machine 10 described later is located on the right side, and the opposite side is the left side.

  As shown in FIG. 1, the user 2 typically gets off the bicycle 60 and proceeds in the roadway 1. Of course, the present invention is applicable even when the bicycle 60 is traveled in the roadway 1. In order to avoid operational danger from the manager of the bicycle parking lot, it may be obliged to push the bicycle 60 and proceed. The roadway 1 is formed with such a width that two or more bicycles 60 cannot travel simultaneously.

  Road shoulders 3 are formed on the left and right sides of the road 1. On the road shoulder 3, an account machine 10 and first and second gate devices 30 and 40, which will be described later, are arranged. In addition, a regulation barrier (not shown) is installed on the road shoulder 3 to prevent the user 2 from protruding into the road shoulder 3 in the middle of the roadway 1 or from getting out of the bicycle parking lot illegally from the road shoulder 3.

  As shown in FIG. 1, the gate system 100 includes a settlement machine 10, a wheel sensor 25, a first gate device 30, and a second gate device 40.

  The checkout machine 10 is disposed on the right shoulder 3a and manages the entry of the bicycle 60 from the bicycle parking lot. A display screen, a card insertion slot, a bill insertion slot, a coin insertion slot, a call button, a speaker, a change / receipt outlet, and the like are provided on the front face of the checkout machine 10. When the settlement of the bicycle parking fee is properly executed by the settlement machine 10, the participation of the bicycle 60 is permitted and the second gate device 40 is switched to the open state. The checkout machine 10 corresponds to a management device that manages the passage of the bicycle 60 in the present embodiment.

  The wheel sensor 25 detects the front wheel 62 a of the bicycle 60 that the user 2 has pushed to the front of the checkout machine 10. Accordingly, the wheel sensor 25 is disposed in the vicinity of the payment machine 10 and on the traveling direction side of the payment machine 10. The wheel sensor 25 is a transmissive sensor, and includes a light emitting unit 26a that emits infrared rays and a light receiving unit 26b that receives infrared rays. The light emitting part 26a and the light receiving part 26b are arranged on the left and right road shoulders 3a and 3b, respectively, so as to face each other in the width direction of the roadway 1. When the infrared rays irradiated toward the light receiving unit 26b are blocked, the wheel sensor 25 is in a detection state (ON).

  A plurality of light emitting elements are provided in the light emitting unit 26a, and each infrared ray is received by the light receiving unit 26b. For example, with such a configuration, the shape (size or thickness of the tire portion) of the detected wheel (front wheel 62a) may be detectable.

  For example, it is assumed that the bicycle parking lot can park not only the bicycle 60 but also a motorcycle. In this case, the shape of the wheel is calculated based on the detection signal from the wheel sensor 25, and the type of the two-wheeled vehicle that has entered the roadway 1 is determined. Based on the determination result, a bicycle parking fee system is appropriately selected. This enables flexible operation of the bicycle parking lot.

  As the wheel sensor 25, a sensor device having another configuration such as a sensor using red visible light, a sensor using laser light, a sensor using ultrasonic waves or microwaves is used instead of the sensor using an infrared beam. May be. For example, it may be designed appropriately in consideration of the directivity of the sensor, the spot diameter, the price of the sensor element, and the like.

  The first gate device 30 is arranged on the front side of the roadway 1 and is composed of two gate devices 31a and 31b arranged opposite to the left and right road shoulders 3a and 3b. As shown in FIG. 1, the right gate device 31 a includes a main body portion 32 and a gate 33 provided on the main body portion 32 so as to be opened and closed. A drive mechanism for driving the gate 33 is provided inside the main body 32.

  A recess 34 is formed in the upper half of the surface of the main body 32 on the side of the roadway 1. The gate 33 includes a shaft portion 33a that is rotatably mounted along the vertical direction at the approximate center of the recess 34, and a gate flap (also referred to as a gate bar) 33b that is connected to the shaft portion 33a. The gate flap 33b has a substantially U shape and is connected to the upper end and the lower end of the shaft portion 33a in a state where the gate flap 33b is tilted sideways.

  When the drive mechanism in the main body portion 32 operates, the shaft portion 33a rotates, and the gate flap 33b also rotates accordingly. Thereby, the open state and the closed state of the gate 33 are switched to each other. In the state shown in FIG. 1, the gate 33 is in an open state, and the gate flap 33 b extends along the traveling direction and is accommodated in the recess 34 (the tip protrudes from the recess 34).

  When switching from the open state to the closed state, the shaft portion 33a is rotated approximately 90 degrees counterclockwise as viewed from above. In response to this, the gate flap 33b is rotated to a position extending along the left-right direction. As a result, the gate 33 is closed, and the tip of the gate flap 33b at that time is located at the approximate center of the road 1 in the left-right direction.

  Note that when a gate included in the gate device is in an open state, the gate device is in an open state. The same applies to the closed state.

  The left gate device 31b has substantially the same configuration as the right gate device 31a. Specifically, it is designed so that each configuration on the side of the roadway 1 is symmetric when viewed from a position between the left and right gate devices 31a and 31b. That is, when the roadway 1 side of each of the left and right gate devices 31a and 31b is viewed from the front, the direction of rotation of the gate flap 33b is opposite to the left and right.

  When the left and right gate devices 31a and 31b are closed, the left and right gate flaps 33b are arranged over the entire width of the roadway 1, and the progress of the bicycle 60 traveling along the roadway 1 from the front side is restricted. That is, the travel of the bicycle 60 along the traveling direction is restricted at the position of the shaft portion 33a.

  When the left and right gate devices 31a and 31b are respectively switched to the open state, each gate flap 33b is rotated in the traveling direction side around the shaft portion 33a. Thereby, the restriction | limiting of the advance in the position of the axial part 33a of the bicycle 60 is cancelled | released. That is, the roadway 1 is opened, and the user 2 can advance the bicycle 60.

  For example, the height of the upper end of the gate flap 33b is set to a height at which it is difficult to lift the bicycle 60 above the gate flap 33b. Further, the height of the lower end of the gate flap 33 is set to a height at which it is difficult to tilt the bicycle in the roadway 1 and pass below the gate flap 33b. Specific numerical values are not limited and may be appropriately designed.

  As shown in FIG. 1, an ultrasonic sensor 35 is provided on the surface above the recess 34 of the gate device 31a. The ultrasonic sensor 35 can detect whether or not an object is present in a detection area configured in a substantially conical shape toward the roadway 1. For example, the detection area expands to about φ (diameter) of about 500 mm near the center of the roadway 1.

  The presence or absence of an object at a position higher than the gate 33 can be detected by the ultrasonic sensor 35. For example, the ultrasonic sensor 35 can detect a portion such as the handle 63 and the saddle 64 and the user 2 who pushes or rides the bicycle 60. Further, for example, it is possible to detect a bicycle over the closed gate 33, and it is possible to output an alarm or the like as appropriate. Note that a similar ultrasonic sensor may be disposed in the left gate device 31 b at a position facing the ultrasonic sensor 35.

  Instead of the ultrasonic sensor 35, a sensor device having another configuration using infrared rays or laser light may be used. The left and right gate devices 31a and 31b may be provided with a light emitting unit and a light receiving unit, respectively, to form a transmission type sensor.

  The second gate device 40 is disposed on the traveling direction side of the roadway 1, two gate devices 41 a and 41 b disposed opposite to the left and right road shoulders 3 a and 3 b, and detection connected to each gate device. Devices 50a and 50b. The left and right gate devices 41 a and 41 b have substantially the same configuration as the gate devices 31 a and 31 b of the first gate device 30. The detection devices 50a and 50b are arranged to face each other and have substantially the same configuration (lateral symmetry).

  FIG. 2 is a diagram illustrating a configuration example of the right gate device 41a and the detection device 50a connected thereto. The gate device 41 a includes a main body 42, a gate 43 provided on the main body 42 so as to be opened and closed, and an ultrasonic sensor 45 provided above the recess 44. The gate 43 has a shaft portion 43a and a gate flap 43b.

  The detection device 50 a is a device that detects the passage of the bicycle 60, and includes a housing part 51 and a detection sensor 52. The housing | casing part 51 is arrange | positioned rather than the gate apparatus 41a at the advancing direction side, and is connected to the part below the recessed part 44 of the gate apparatus 41a. The casing 51 is sufficiently fixed so as to be integrated with the main body 42 of the gate device 41a.

  For example, the main body 42 and the housing 51 are integrally formed. Alternatively, the casing 51 is sufficiently fixed at a predetermined position of the main body 42 by engagement or screwing. Thereby, the positioning of the gate 43 of the gate device 41a and the detection sensor 52 can be easily performed with high accuracy, and the passing bicycle 60 can be detected with high accuracy.

  The detection sensor 52 is formed on the surface of the casing 51 on the side of the roadway 1. The detection sensor 52 is configured to extend in one direction, and various commercially available devices such as a line sensor, a safety light curtain, and a wide sensor can be used. Therefore, the component cost concerning the detection sensor 52 can be sufficiently suppressed.

  In the present embodiment, a light emitting side unit on which a plurality of light sources 53 are mounted is provided as the detection sensor 52. A light receiving side unit is also provided as the detection sensor 52 at the corresponding position of the left detection device 50b shown in FIG. That is, the detection sensor 52 is configured as a transmissive sensor.

  As the plurality of light sources 53, for example, LEDs that output infrared rays are used. The plurality of light sources 53 are arranged so that the optical axes of the light emitted from each light source 53 have a predetermined pitch. The number of light sources 53 and the size of the pitch are not limited, and can be set so that the detection area AR, which is a range in which an object can be detected, has a desired size.

  The detection sensor 52 outputs a detection signal based on the detection result. As the output operation mode, for example, the output is turned on when all the optical axes are incident on the light receiving side, and the output is turned off when even one optical axis is shielded. Various modes such as a mode in which the output is turned off when the optical axis is shielded can be selected. In this embodiment, the output is turned on when one axis is shielded by the bicycle 60 or the like, and the output is turned off when there is nothing to block and all the optical axes enter the light receiving side.

  The mounting position of the detection sensor 52 will be described. As shown in FIG. 2, the position where the movement is restricted by the gate 43 in the closed state, that is, the position of the shaft portion 43a is defined as a movement restriction position PX. Further, the most distal end portion of the gate 43 in the opened state, that is, the position of the distal end 43c of the gate flap 43b is defined as the distal end portion position PY.

  The detection sensor 52 has a range from a first position P1 which is a position on the traveling direction side with respect to the tip end position PY to a second position P2 which is a position between the passage restriction position PX and the tip end position PY. Provided to be detectable. That is, the detection sensor 52 is arranged such that the detection area AR is formed over a range from the first position P1 to the second position P2.

  Furthermore, the detection sensor 52 is provided so as to be able to detect the presence or absence of an object at a predetermined height H1 from the ground at at least one position within the range between the first and second positions P1 and P2. That is, the detection sensor 52 is arranged so that the predetermined height H1 is included in the detection area AR at any position within the range.

  As shown in FIG. 2, in the present embodiment, the detection sensor 52 is provided so as to extend along the traveling direction. Accordingly, the detection area AR is also formed extending in the traveling direction, and the front end AR1 on the traveling direction side is aligned with the first position P1. Further, the rear end AR2 on the near side of the detection area AR is aligned with the second position P2.

  Further, the detection sensor 52 is provided at a height at which a predetermined height H1 is included between the upper end AR3 and the lower end AR4 of the detection area AR. That is, in this embodiment, the predetermined height H1 is included in the detection area AR over the entire range between the first and second positions P1 and P2. For example, the center height of the detection sensor 52 may be set to a predetermined height H1, or the upper end AR3 of the detection area AR may be set to a predetermined height H1.

  An example of a method for setting the distance T between the first and second positions P1 and P2 and the predetermined height H1 will be described. First, the maximum diameter of a wheel assumed as a detection target is set. That is, assuming the bicycle 60 having the largest wheel to be detected by the detection device 50a, the diameter (diameter) is set. Hereinafter, the assumed radius of the wheel with the maximum diameter is referred to as a maximum wheel radius rM.

  In FIG. 2, a wheel 62M having the assumed maximum diameter is schematically illustrated. The hatched tire portion 65 is a portion including a tire, a rim, and the like that can be detected by the detection sensor 52. A central portion 66 that is a hatched central portion includes a hub and the like, and can also be detected by the detection sensor 52.

  The range from the central portion 66 to the tire portion 65 is a portion where spokes and the like are present. This portion does not necessarily block the light from the detection sensor 52, and is a portion where a so-called detection failure may occur. The part such as the spoke is referred to as a spoke region 67.

  In the present embodiment, the distance T between the first and second positions P1 and P2 is set larger than the maximum wheel radius rM. In addition, a height that can be detected by the central portion 66 of the wheel 62M having the maximum wheel radius rM is set as the predetermined height H1. That is, the predetermined height H1 is set to the height of any part of the central portion 66. For example, the height of the central portion of the central portion 66, that is, a height substantially equal to the maximum wheel radius rM is set as the predetermined height H1. As a result, the central portion of the central portion 66 can be detected.

  Or as shown in FIG. 2, predetermined height H1 may be united with the height of the part below the center part of the center part 66. FIG. That is, the predetermined height H1 can be made smaller than the maximum wheel radius rM. Even in this case, the center portion 66 can be detected by the detection sensor 52. The predetermined height H1 may be set as appropriate based on the average size of the hub and the like constituting the central portion 66, the size in the vertical direction of the detection area AR, and the like.

  FIG. 2 schematically shows a wheel 62m having a diameter substantially equal to the predetermined height H1. When the wheel 62m passes, the upper part of the tire portion 65 is included in the detectable area AR. Therefore, the detection sensor 52 can detect not only the wheel 62M having the maximum wheel radius rM but also the wheel 62m having a diameter substantially equal to the predetermined height H1. The condition that can be detected by the detection sensor 52 is that the diameter D of the wheel 62m is larger than the height of the lower end AR4 of the detection area AR. Hereinafter, the wheel 62m may be described as the minimum detection wheel 62m using the same reference numeral, and the radius may be described as the minimum detection radius.

  Here, it is assumed that a bicycle having a wheel 62M having a maximum wheel radius rM is assumed to be a 28-inch bicycle (outer diameter of about 716 mm) (hereinafter referred to as a first bicycle). Further, it is assumed that a bicycle having 12.5 inches (outer diameter of about 320 mm) is assumed as a bicycle having the smallest wheel to be detected (hereinafter referred to as a second bicycle). That is, a 12.5 inch wheel is assumed as the minimum detection wheel 63m shown in FIG. And the detection sensor 52 is provided so that the said wheel 62m can be detected in any position of the range between the 1st and 2nd position P1 and P2.

  In the present embodiment, the distance T between the first and second positions P1 and P2 is set to about 430 mm (for example, in the range of 400 mm to 450 mm), which is larger than the maximum wheel radius rM of about 358 mm. Therefore, the size of the detection area AR in the extending direction is also about 430 mm (the same size as the distance T). For example, the detection area of the single light source 53 is about 45 mm, and a plurality of light sources 53 are arranged so that the optical axis pitch is about 20 mm. In this case, the size in the vertical direction perpendicular to the extending direction of the detection area AR is about 45 mm.

  The predetermined height H1 is set to a size from the maximum wheel radius rM to the diameter D of the minimum detected wheel 62m, that is, a height between about 358 mm and about 320 mm. Within this range, a predetermined height H1 is set such that the lower portion of the central portion 66 of the wheel 62M and the upper portion of the tire portion 65 of the smallest detected wheel 62m are included in the detection area AR.

  For example, the predetermined height H1 is set to about 340 mm, and the upper end AR3 of the detection area AR is set to a height of about 358 mm. Then, the lower end AR4 of the detection area AR has a height of about 313 mm, and the upper part of the minimum detection wheel 62m is included in the detection area AR. When the size of the detection area AR in the vertical direction is smaller than about 45 mm, the position of the upper end AR3 of the detection area AR may be lowered within the range in which the central portion 66 of the wheel 62M can be detected.

  If the size (diameter) of the detection area of the single light source 53 is at least the same as the pitch of the optical axis, it is possible to cover the entire range in the extending direction of the detection area AR. On the other hand, if the size is four times or more the optical axis pitch, two adjacent light sources 53 (adjacent adjacent light sources 53) are included in the detection area, which may make it difficult to detect an appropriate object. Therefore, the size of the detection area of the single light source 53 is preferably set within the range of the optical axis pitch or more and less than four times the pitch. As described above, in the present embodiment, the size of the detection area is set to about 45 mm (for example, a range of 30 mm or more and 50 mm or less), so that a passing bicycle can be detected with high accuracy. Of course, it is not limited to this range.

  The second position P2 (the rear end AR2 of the detection area AR) is, for example, closer to the traveling direction than the respective front wheels 62a of the first and second bicycles whose travel is regulated at the travel regulation position PX by the gate 43. Is set. As a result, the first and second bicycles that stop at the travel regulation position PX are not detected by the detection sensor 52. In other words, the detection sensor 52 is provided at a position where it is impossible to detect the leading end portions on the traveling direction side of the first and second bicycles that are stopped.

  Thus, when the gate 43 is in the closed state, the detection sensor 52 can detect other users who have entered from the exit side of the roadway 1 or a clerk at the parking lot. For example, it is assumed that the bicycle 60 that stops at the travel regulation position PX can be detected by the detection sensor 52. In this case, when the passage of the bicycle is permitted, the gate 43 is opened while the detection sensor 52 is in the detection state (ON). At this time, if there is a person in the vicinity of the gate 43, an accident occurs in which the person is hit by the gate flap 43b.

  On the other hand, in this embodiment, when the gate 43 is in the closed state and the detection sensor 52 is in the detection state, it can be determined that there is a person near the gate 43. As a result, the occurrence of an accident can be sufficiently prevented by outputting an alarm or the like, for example.

  The first position P1 (the front end AR1 of the detection area AR) is not limited to the bicycle 60 itself, the user 2, or the rear loading platform of the bicycle 60, even if the gate 43 is closed when the bicycle 60 leaves the detection area AR. The bag or baggage loaded on is set at a position where it is not hit by the gate flap 43b. As shown in FIG. 2, in the present embodiment, the tip 43c of the opened gate flap 43b is configured to be at a position substantially equal to the center of the detection area AR.

  The second gate device 40 corresponds to an embodiment of the gate device according to the present technology. The detection sensor 52 functions as a detection unit in the present embodiment, and the ultrasonic sensor 45 functions as another detection unit.

  FIG. 3 is a block diagram illustrating a functional configuration example of the settlement machine 10, the wheel sensor 25, the first gate device 30, and the second gate device 40. The checkout machine 10 includes a CPU (Central Processing Unit) 11, a memory 12, and an interface 14 connected to these via a bus 13. The memory 12 includes, for example, a ROM (Read Only Memory), a RAM (Random Access Memory), a flash memory, and the like, and stores various programs, various parking data, and the like.

  For example, a card reader / writer 15, a display / speaker 16, a receipt printer 17, a bill / coin management unit 18, and an operation button 19 are connected to the interface 14. In addition, the interface 14 is connected to a communication control unit 20 for communicating with a ticketing machine installed near the entrance of the bicycle parking lot, a management PC that manages the bicycle parking lot, and the like.

  The interface 14 is connected to an input / output unit 21 to which a wheel sensor 25 and detection signals output from the first and second gate devices 30 and 40 are input. The CPU 11 of the checkout machine 10 determines whether the bicycle 60 is allowed to pass or not based on the detection signal input to the input / output unit 21. Based on the determination result, a control signal for opening and closing each of the gates 33 and 43 of the first and second gate devices 30 and 40 is output via the input / output unit 21.

  The first gate device 30 includes a control unit 36 composed of, for example, a CPU, a gate drive motor 37, detection switches 38 and 39 for detecting the opening / closing of the gate 33, and the ultrasonic sensor 35 described above. The control unit 36 drives the gate drive motor 37 based on the control signal output from the settlement machine 10. Based on the outputs of the detection switches 38 and 39, the open / closed state of the gate 33 is determined. Further, the control unit 36 outputs the detection result by the ultrasonic sensor 35 to the settlement machine 10.

  Similarly to the first gate device 30, the second gate device 40 includes a control unit 46, a gate drive motor 47, detection switches 48 and 49 that detect opening and closing of the gate 43, and an ultrasonic sensor 45. The second gate device 40 includes the above-described detection sensor 52, and the detection signal is output to the settlement machine 10 by the control unit 46. In addition, a detection signal, a control signal, etc. are transmitted via the wiring embed | buried under the road shoulder 3 grade | etc., For example. Further, the gate drive motor 37, the gate open detection switch 38, the gate close detection switch 39, etc. of the first gate device 30 are built in the left and right gate devices 31a and 31b, respectively, and the second gate device 40 is the same. .

  In the present embodiment, the CPU 11 of the settlement machine 10 controls the opening and closing of the gates 33 and 43 of the first and second gate devices 30 and 40. Accordingly, since it is not necessary to cause the first and second gate devices 30 and 40 and the wheel sensor 25 to perform advanced control processing, these can be configured by inexpensive sensor devices and parts. As a result, the cost of the entire gate system 100 can be sufficiently suppressed.

[Operation of gate system]
FIG. 4 is a flowchart illustrating an operation example of the gate system 100. FIG. 5 is a schematic diagram when the 28-inch first bicycle 60 </ b> A enters the road 1 through the second gate device 40.

  The flowchart of FIG. 4 shows an operation example from the time when the bicycle 60 is not in the roadway 1 and the first bicycle 60A passes the first gate device 30 along the traveling direction. Note that the gate 33 of the first gate device 30 is open, and the gate 43 of the second gate device 40 is closed. Further, the ultrasonic sensors 35 and 45, the wheel sensor 25, and the detection sensor 52 of each of the first and second gate devices 30 and 40 are in a non-detection state (OFF).

  In the following description, in order to make the description easy to understand, an element included in the first gate device 30 is referred to as “first”, and an element included in the second gate device 40 is referred to as “second”. May be added.

  It is monitored whether or not the first ultrasonic sensor 35 is turned on (step 101). When the wheel 62M or the frame of the first bicycle 60A or the user 2 enters the detection area of the first ultrasonic sensor 35 and the first ultrasonic sensor 35 is turned on (Yes in step 101), It is monitored whether or not the wheel 62M is detected by the wheel sensor 25 (step 102).

  When the wheel 62M is detected by the wheel sensor 25 (Yes in Step 102), it is monitored whether or not the first ultrasonic sensor 35 is turned off (Step 103). When the first ultrasonic sensor 35 is turned off (Yes in Step 103), the first gate 33 is switched to the closed state (Step 104).

  If the state in which both the wheel sensor 25 and the first ultrasonic sensor 35 are ON (No loop in Step 103) continues for a predetermined time, an error alarm may be output. This is because, when this state continues, there is a high possibility that a subsequent bicycle or the like that intends to participate together is behind the bicycle or the like that has entered the entry lane 1 in advance. By outputting an error warning, fraudulent acts can be prevented.

  A settlement guide is output by the settlement machine 10 (step 105). For example, an announcement such as “please check in with an admission ticket” is output, or similar words are displayed on the display screen of the checkout machine 10.

  It is monitored whether settlement is completed (step 106). When the settlement is completed (Yes in Step 106), it is monitored whether or not the detection sensor 52 is OFF (Step 107). As described above, this is a check as to whether or not a general person or an attendant is in the vicinity of the second gate 43.

  When the detection sensor 52 is OFF (Yes in Step 107), the second gate 43 is switched to an open state (Step 108). Thus, in this embodiment, when permitting the passage of the bicycle, the second gate 43 is opened when the detection sensor 52 is in the non-detection state.

  It is monitored whether or not the detection sensor 52 is turned on (step 109). As shown in FIG. 5A, when the tire portion 65 of the front wheel 62a (wheel 62M) of the first bicycle 60A enters the detection area AR of the detection sensor 52, the detection sensor 52 is turned on. When the detection sensor 52 is turned on (Yes in step 109), it is monitored whether or not the detection sensor 52 is switched off (step 110).

  As shown in FIG. 5B, the tire portion 65 of the front wheel 62a moves in the detection area AR until the first bicycle 60A advances and the central portion 66 enters the detection area AR. There is no break (No loop in step 110). That is, the entire detection area AR is not included in the spoke area 67 where detection failure may occur.

  The tire portion 66 is included in the detection area AR again until the central portion 66 advances from the front end of the detection area AR and is removed from the detection area AR. Therefore, the detection state of the detection sensor 52 continues. In the state shown in FIG. 5B, the handle 63 of the first bicycle 60A and the user 2 themselves are highly likely to be detected by the second ultrasonic sensor 45.

  As illustrated in FIG. 5C, the tire portion 65 of the rear wheel 62b is included in the detection area AR until the tire portion 65 of the front wheel 62a moves away from the detection area AR in the traveling direction. Therefore, even after the front wheel 62a passes, the detection state of the detection sensor 52 continues. Further, since there is a detectable part such as the chain wheel 68 between the front wheel 62a and the rear wheel 62b, the detection state is sufficiently maintained.

  As described with reference to FIG. 2, the distance T between the first and second positions P1 and P2, that is, the size of the detection area AR in the traveling direction is set larger than the maximum wheel radius rM. As a result, in most first bicycles 60A, the distance T is greater than the distance from the front wheels 62a to the rear wheels 62b. Accordingly, the rear wheel 62b can be detected before the front wheel 62a passes. Of course, when setting the distance T, a distance from the front wheel 62a to the rear wheel 62b of the first bicycle 60A may be assumed, and the distance T may be set to be larger than that distance. This makes it possible to reliably detect the first bicycle 60A.

  Even in the state shown in FIG. 5C, there is a high possibility that the saddle 64 of the first bicycle 60 </ b> A and the user 2 themselves are detected by the second ultrasonic sensor 45.

  FIG. 5D is a state in which the first bicycle 60A has entered, and the tire portion 65 of the rear wheel 62b is out of the detection area AR. From FIG. 5C to FIG. 5D, the detection state of the detection sensor 52 will not be cut off as in the case of the front wheel 62a. Further, since the rear wheel 62b has many detectable portions such as a chain sprocket, the detection state of the detection sensor 52 is sufficiently maintained.

  When the rear wheel 52a is removed from the detection area AR and the detection sensor 52 is in a non-detection state (Yes in Step 110), it is monitored whether or not the second ultrasonic sensor 45 is turned off (Step 111). If the second ultrasonic sensor 45 is ON (No in step 111), the process returns to step 110. That is, in this embodiment, it is monitored whether both the detection sensor 52 and the second ultrasonic sensor 45 are turned off.

  When both the detection sensor 52 and the second ultrasonic sensor 45 are turned off (Yes in step 111), the second gate 43 is closed (step 112). By using the two sensors, the first bicycle 60A can be reliably detected, and the malfunction of the second gate 43 can be sufficiently prevented. Even when only the detection sensor 52 according to the present technology is used, the passage of the first bicycle 60 can be detected with high accuracy.

  As described with reference to FIG. 2, the first position P <b> 1 is located on the traveling direction side with respect to the distal end portion of the open gate 43. Accordingly, when the second gate 43 is closed at the timing when the rear wheel 62b is removed from the detection area AR, even if there is a bag or luggage on the rear loading platform or the like, these are not hit by the gate flap. That is, it becomes possible to safely perform the opening / closing control of the gate 43.

  When the second gate 43 is closed, the first gate 33 is opened (step 113). At this time, the detection result of the wheel sensor 25 or the detection result of the first ultrasonic sensor 35 may be referred to. For example, by confirming that the wheel sensor 25 is OFF, it is possible to prevent fraudulent acts such as joint participation. Further, by confirming that the first ultrasonic sensor 35 is OFF, it is possible to prevent a collision with the first gate 33 that is in an open state.

  FIG. 6 is a schematic diagram when the 12.5 inch second bicycle 60 </ b> B passes through the second gate device 40. As shown in FIG. 6A, when the front wheel 62a (detection minimum wheel 62m) of the second bicycle 60B enters the detection area AR, the detection sensor 52 is turned on. While the front wheel 62a moves in the detection area AR, the detection state of the detection sensor AR continues.

  As shown in FIG. 6B, the chain wheel 68 of the second bicycle 60B is included in the detection area AR until the front wheel 62a is removed from the front end of the detection area AR. Therefore, the detection state of the detection sensor 52 is maintained.

  When the distance T between the first and second positions P1 and P2 is set to be larger than the maximum wheel radius rM, in most second bicycles 60B having the minimum detected wheel 60m, the distance T is chained from the front wheel 62a. It becomes larger than the distance to the wheel 68. Of course, the distance from the front wheel 62a of the second bicycle 60B to the chain wheel 68 may be assumed, and the distance T may be set to be larger than that distance. This makes it possible to reliably detect the second bicycle 60B.

  As shown in FIG. 6C, the rear wheel 62b enters the detection area AR while the wheel chain 68 moves in the detection area AR. Since the rear wheel 62b proceeds in the detection area AR as it is, the detection state continues until the rear wheel 62b is removed from the detection area AR (the state shown in FIG. 6D). In the state shown in FIGS. 6B and 6C, there is a high possibility that the handle of the second bicycle 60A and the user himself / herself are detected by the second ultrasonic sensor 45.

  Even if the second gate 43 is closed at the timing when the rear wheel 62b of the second bicycle 60B is removed from the detection area AR, the luggage loaded on the second bicycle 60B and the user himself / herself hit the gate flap. It will never be.

  FIG. 7 is a schematic diagram when a third bicycle 60C having a wheel having a radius between the maximum wheel radius rM and the minimum detection radius passes through the second gate device 40. Here, a 20-inch bicycle will be described as an example.

  FIG. 7A is a diagram showing a state where the tire portion 65 of the front wheel 62a of the third bicycle 60C has entered the detection area AR. When the front wheel 62a of the third bicycle 60C enters the detection area AR, the detection sensor 52 is turned on. When the second gate 43 is in the closed state, the light 69, the mudguard 70, and the like are restricted, so that the front wheel 62a is not detected by the detection sensor 52.

  As shown in FIG. 7B, the central portion 66 of the front wheel 62a of the third bicycle 60C is located below the detection area AR of the detection sensor 52. Accordingly, the central portion 66 of the third bicycle 60C is not detected. On the other hand, since the radius of the wheel of the third bicycle 60C is smaller than the maximum wheel radius rM, the entire detection area AR is not included in the spoke region 67. Therefore, the detection state is maintained while the front wheel 62a moves in the detection area AR.

  As shown in FIG. 7C, the detection wheel AR includes the chain wheel 68 and the rear wheel 62b of the third bicycle 60C until the front wheel 62a is disengaged from the front end of the detection area AR. Therefore, the detection state of the detection sensor 62 is maintained. Then, as shown in FIG. 7D, the detection state of the detection sensor 52 is maintained until the vehicle passes through the rear wheel 60b detection area AR. In the state shown in FIGS. 7B and 7C, the third bicycle 60 </ b> C and the user themselves are highly likely to be detected by the second ultrasonic sensor 45.

  The inventor has extensively considered the structure of a typical bicycle having wheels of various sizes from the maximum wheel radius rM to the minimum detection radius. As a result, it has been found that almost all bicycles whose wheel radii are included in the above range can be detected by the detection sensor 52 according to the present technology. That is, even in the third bicycle 60C having a radius different from 20 inches, the detection sensor 52 is hardly included in the spoke region 67. Further, when the front wheel 62a passed the detection sensor 52, the chain wheel 68 and the rear wheel 62b could be detected in almost all bicycles.

  As described above, in the second gate device 40 according to the present embodiment, most types of bicycles (including folding bicycles and the like) corresponding to the first, second, and third bicycles 60A, 60B, and 60C are included. Passage can be detected with high accuracy. Thereby, according to the detection result of the detection sensor 52, opening / closing of the 2nd gate 43 can be controlled appropriately. As a result, it is possible to sufficiently prevent malfunctions of the gate due to omission of detection, etc., and fraudulent acts such as shared participation.

<Other embodiments>
The present invention is not limited to the embodiments described above, and can be realized in other various embodiments.

  FIG. 8 is a diagram illustrating a configuration example of a second gate device according to another embodiment. In the second gate device 240, the detection sensor 252 extending in one direction is provided obliquely with respect to the ground. Specifically, the detection sensor 252 is inclined and provided from a position higher than the predetermined height H1 of the second position P2 to a position lower than the predetermined height H1 of the first position P1.

  FIG. 9 is a diagram for explaining a case where a 14-inch bicycle (third bicycle) 60C passes through the second gate device 240, and is a diagram in a case where the second gate 43 is in a closed state. . In FIG. 9, the detection area (referred to as detection area AR ′) of the detection sensor 52 described in the above embodiment is illustrated by a one-dot chain line.

  As shown in FIG. 9, when the 14-inch bicycle 60C stops at the travel restriction position PX, the front wheel 62a becomes very close to the detection area AR ′ in the above embodiment. Therefore, when the detection sensor 52 according to the above-described embodiment is used, there is a possibility that a detection state is set. When the bicycle 60C stopped at the travel restriction position PX is detected, Step 107 shown in FIG. 4 becomes No, and the second gate 43 cannot be opened.

  On the other hand, in the present embodiment, since the rear end AR2 of the detection area AR is set at a position higher than the predetermined height H1, the detection area AR can be separated from the front wheel 62a. As a result, the bicycle 60C stopped at the travel regulation position PX is not detected, and the second gate 43 is opened when the settlement is completed. Alternatively, when there is a person in the vicinity of the second gate 43, it can be detected appropriately and an alarm or the like can be output.

  For example, the detection sensor 52 described in the above embodiment is installed while being shifted to the traveling direction side while maintaining the distance T between the first and second positions P1 and P2. By doing so, the rear end AR2 of the detection area AR can be separated from the front wheel 62a of the bicycle 60C that stops at the travel regulation position PX. However, in this case, the detection device 250a must be enlarged along the traveling direction, and the second gate device 240 is increased in size. Moreover, the distance after passing the 2nd gate 43 becomes long, and a roadway is also required long. In addition, since the timing at which the second gate 43 closes after the bicycle has passed the detection area AR is delayed, it becomes difficult to prevent unauthorized participation.

  On the other hand, by providing the detection sensor 252 obliquely as in the present embodiment, it is possible to reduce the size of the apparatus and sufficiently prevent illegal acts. As shown in FIG. 8, the upper end AR3 of the detection area AR is higher and the lower end AR4 is lower than in the above embodiment. That is, since the size of the detection area AR in the vertical direction increases, it is possible to reliably detect the wheel 60m having the minimum detection radius.

  Further, by arranging the detection sensor 252 obliquely, a detection margin is secured. For example, when the tire pressure of the minimum diameter wheel 60m is low, or the central portion 66 of the maximum diameter wheel 60M is a small flange hub or the like. Even in this case, these wheels can be detected reliably.

  After the second gate 43 shown in FIG. 9 is opened, the front wheel 62a of the bicycle 60C is detected, and the chain wheel 68 is detected before the front wheel 62a passes through the detection area AR. While the chain wheel 68 is detected, the detection state does not break until the rear wheel 62b enters the detection area AR and the rear wheel 62b passes through the detection area AR.

  The heights of the rear end AR2 and the front end AR1 of the detection area AR may be appropriately set so that, for example, various bicycles from the maximum wheel radius rM to the detection minimum radius are not detected. Since the detection area AR is inclined, the timing at which the wheel 60m having the minimum detection radius is detected is slightly delayed. The heights of the rear end AR2 and the front end AR1 may be set as appropriate so that the delay is within the allowable range.

  The present inventor has found that when the inclination angle of the detection sensor 252 with respect to the ground is set to 15 degrees, the front wheels that are stopped are not detected for most types of bicycles, and the detection timing is not affected. Further, it was found that the same effect is exhibited when the inclination angle is set to about 15 degrees (for example, a range of 12 degrees to 17 degrees). Of course, the angle is not limited to this range, and may be set as appropriate.

  In the above description, the bicycle with the smallest diameter to be detected is assumed in advance. However, only the bicycle with the largest diameter to be detected is assumed, and a detection sensor according to the present technology may be provided. Even in this case, bicycles of various wheel sizes from the smallest diameter bicycle that can be detected by the detection sensor to the assumed maximum diameter bicycle can be detected with high accuracy.

  In the above description, the detection sensor 52 according to the present technology is provided in the second gate device 40 closer to the traveling direction than the settlement machine 10. Instead of this, or in addition to this, a detection sensor may be provided in the first gate device 30 on the near side of the settlement machine 10.

  As a management device for managing the passage of the bicycle 60, a ticket issuing machine set near the entrance of the bicycle parking lot may be used. A ticketing machine is provided on the road for the entrance car to pass when entering the bicycle parking lot. A first gate device is disposed on the front side of the roadway, and a second gate device is disposed on the traveling direction side. A detection sensor is provided in both or at least one of the first and second gate devices. Thereby, the gate system according to the present technology is realized.

  Note that the specific configuration of the gate device according to the present technology is not limited to that shown in FIG. For example, a gate device in which a gate flap having a size substantially equal to the width of the roadway is mounted so as to be openable / closable may be disposed only on one of the road shoulders. A gate system can be constructed by connecting a detection device according to the present technology to the gate device.

  In the above description, the tire part, the center part, and the chain wheel of the wheel are mainly cited as the detectable parts. In addition, frame parts such as bicycle front forks, seat stays, down tubes, seat tubes, chain rings (chain wheels), chain covers, etc. can also be considered as detectable parts, and detection failures etc. can be sufficiently prevented. be able to.

  In the above, a bicycle has been described as an example, but the present technology can be applied to other two-wheeled vehicles such as motorcycles.

  Of the characteristic parts according to the present invention described above, it is possible to combine at least two characteristic parts. That is, the various characteristic parts described in each embodiment may be arbitrarily combined without distinction between the embodiments. The various effects described above are merely examples and are not limited, and other effects may be exhibited.

  INDUSTRIAL APPLICABILITY The present invention can be suitably used for a bicycle parking gate device installed at the entrance and exit of a pay bicycle parking lot used for many bicycles and motorcycles and a bicycle parking gate system.

P1 ... first position P2 ... second position PX ... advance restricting position PY ... tip position rM ... maximum wheel radius 10 ... accounting machine 30 ... first gate device 40, 240 ... second gate device 43 ... gate 43c ... tip of gate 45 ... ultrasonic sensor 50a, 50b, 250a ... detection device 52, 252 ... detection sensor 60 ... bicycle 60A ... first bicycle 60B ... second bicycle 60C ... third bicycle 62a ... front wheel 62b ... Rear wheel 62M ... Wheel with maximum wheel radius 62m ... Minimum detection wheel 65 ... Tire portion 66 ... Central portion 67 ... Spoke area 68 ... Chain wheel 100 ... Gate system

Claims (18)

It is configured to be openable and closable with a predetermined direction as the direction of travel. In the closed state, the travel of the two-wheeled vehicle along the direction of travel is restricted at a predetermined position, and the state is opened by opening from the closed state to the direction of travel. A gate for releasing the restriction of the progress at the predetermined position;
A second position that is a position between the predetermined position and the tip of the gate from a first position that is a position on the advance side of the gate in the open direction. provided can detect range up position, comprising at least one at the position capable of detecting whether an object exists at a position separated by a predetermined height from the ground surface sensing part within the range ,
The detection unit extends in one direction in a range from the first position to the second position.
Gate device. The gate device according to claim 1,
The distance between the first and second positions is larger than the radius of the largest diameter wheel assumed as a detection target ,
The predetermined height is a height capable of detecting a central portion of the wheel having the maximum diameter. The gate device according to claim 2 ,
The detection unit is a gate device extending along the traveling direction. The gate device according to claim 2 or 3 ,
The detection unit is provided to be inclined from a position higher than the predetermined height of the second position to a position lower than the predetermined height of the first position. The gate device according to claim 4 ,
An inclination angle of the detection unit is about 15 degrees. The gate device according to any one of claims 2 to 5 ,
The said detection part is provided in the position which cannot detect the front-end | tip part by the side of the said advancing direction of the said two-wheeled vehicle by which the advance was controlled at the said predetermined position. The gate device according to any one of claims 2 to 6 ,
The said detection part is provided in the position which cannot detect the front-end | tip part by the side of the said advancing direction of the said two-wheeled vehicle which has the wheel of the said largest diameter by which the advance was controlled in the said predetermined position. The gate device according to claim 7 ,
The second position is a position closer to the traveling direction than a distal end portion on the traveling direction side of the two-wheeled vehicle having the wheel with the maximum diameter whose travel is restricted at the predetermined position. The gate device according to any one of claims 2 to 8 ,
A distance between the first position and the second position is greater than a distance from a front wheel to a rear wheel of the two-wheeled vehicle having the largest diameter wheel. The gate device according to any one of claims 2 to 9 ,
The assumed maximum diameter is 28 inches. A gate device as claimed in any one of the claims 2 1 0,
The said detection part is provided in the position of the range from the said 1st position to the said 2nd position so that the wheel of the minimum diameter assumed as a detection target can be detected. A gate according to claim 1 1,
A distance between the first position and the second position is greater than a distance from a front wheel to a chain wheel of the two-wheeled vehicle having the smallest diameter wheel. A gate device as claimed in claim 1 1 or 1 2,
The assumed minimum diameter is 12.5 inches. A gate device as claimed in any one of the claims 2 1 3,
The size of the range that can be detected by the detection unit is approximately 430 mm in the extension direction of the detection unit, and approximately 45 mm in the direction orthogonal to the extension direction. A gate device as claimed in any one of the claims 1 1 4, further
A gate device comprising another detection unit capable of detecting the presence or absence of an object at a position higher than the gate. It is configured to be openable and closable with a predetermined direction as the direction of travel. In the closed state, the travel of the two-wheeled vehicle along the direction of travel is restricted at a predetermined position, and the state is opened by opening from the closed state to the direction of travel. A passage detection device provided in a gate device including a gate that releases the restriction of the progress at the predetermined position,
A second position that is a position between the predetermined position and the tip of the gate from a first position that is a position on the advance side of the gate in the open direction. provided can detect range up position, comprising a detection unit capable of detecting whether an object exists at a position separated by a predetermined height from the ground surface, at least one position within said range,
The detection unit is a passage detection device provided to extend in one direction in a range from the first position to the second position . A gate device provided on the course of a motorcycle,
The two-wheeled vehicle is configured to be openable and closable, restricts the two-wheeled vehicle along the traveling direction of the path at a predetermined position in the closed state, and opens to the traveling direction side from the closed state. A gate for releasing the restriction of the progress in
A second position that is a position between the predetermined position and the tip of the gate from a first position that is a position on the advance side of the gate in the open direction. provided can detect range up position, the gate having at least one in a position capable of detecting whether an object exists at a position separated by a predetermined height from the ground surface sensing part within the range Equipment,
A management device that is provided on a path of the two-wheeled vehicle and manages the passage of the two-wheeled vehicle by switching between the open state and the closed state of the gate based on the detection result by the detection unit ;
The detection unit extends in one direction in a range from the first position to the second position.
Gate system. A gate system according to claim 17 , wherein
When the management device permits passage of the two-wheeled vehicle, the gate system opens the gate when the detection unit is in a non-detection state.

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