JP7581968B2 - Conductor work support device, Conductor work support system, Conductor work support method, Conductor work support program - Google Patents

Description

The present invention relates to a conductor's work in the railway business, in particular to a conductor's work support device, conductor's work support system, conductor's work support method, and conductor's work support program that support safety checks at train stations.

Generally, passenger trains are accompanied by a conductor who is a crew member who is dedicated to conductor duties. In recent years, as the rationalization of railway operations progresses, the number of sections where trains are operated by one-man operation, where the conductor is no longer on board and the driver takes on both driving and conductor duties, is increasing.
One of the conductor's duties is to open and close the doors while the train is stopped. When the doors are open, passengers may fall into the gap between the platform and the train. When the doors are closed, passengers' belongings (such as bags or strollers) may get caught in the doors. If the train departs in a situation where a passenger has fallen or been caught in the doors, it may lead to a serious accident.

In order to prevent accidents, one of the important tasks of a conductor is to check the safety of train doors when they are opened and closed at stations. However, there are limitations to visual inspection. Therefore, systems that support the conductor's work have been proposed, as disclosed in Patent Documents 1 to 4, for example.
In the methods disclosed in Patent Documents 1 and 2, while the train is stopped, an image of the area around the door is captured by a camera installed above the platform. Based on the captured image, it is determined whether or not an object is trapped in the door.

In Patent Documents 3 and 4, a laser scanner is installed below the platform, and a two-dimensional scanning range is formed approximately horizontally. When the train is stopped, a detection area is set within the scanning range in an area that corresponds to the gap between the platform and the train. Any passenger who falls into the gap is detected within this detection area.

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

In Patent Documents 1 and 2, the inside of the gap is a blind spot for the camera, so it is not possible to detect a fall into the gap. In Patent Documents 3 and 4, the two-dimensional scanning range is formed substantially horizontally below the platform, so it is not possible to monitor the area around the door.
If both cameras and laser scanners are installed on the platform, it is expected that the burden on the conductor's work will be reduced. However, the introduction and operation costs of the system will be high. In particular, in sections where one-man operation is used, it is desirable to reduce the burden on the driver's conductor's work, but it is difficult to introduce an expensive system.

Therefore, the present invention aims to reduce the burden on conductors without introducing expensive systems.

A conductor's work support device according to one embodiment of the present invention cooperates with an optical scanner attached to an outer surface of a vehicle. The optical scanner forms a scanning range substantially vertically along a side surface of the vehicle on which a passenger boarding/alighting door is provided. The conductor's work support device includes a door entrapment detection area setting unit, a gap detection area setting unit, a door entrapment determination unit , a fall determination unit , a stop determination unit, a detection unit, and a gap detection area derivation unit . The door entrapment detection area setting unit sets a door entrapment detection area in an area that overlaps with the passenger boarding/alighting door in a side view within the scanning range. The gap detection area setting unit sets a gap detection area in a gap formed between the station platform and the vehicle within the scanning range when the vehicle is stopped at the station. The door entrapment determination unit determines whether an object is entrapped in a door within the door entrapment detection area. The fall determination unit determines whether a fall into a gap occurs within the gap detection area. The stop determination unit determines whether the vehicle is stopped or not. The detection unit detects an object present within the scanning range when the stop determination unit determines that the vehicle has come to a stop. The gap detection area derivation unit derives a gap detection area by retreating from the object detected by the detection unit. Then, the gap detection area setting unit sets the gap detection area derived by the gap detection area derivation unit within the scanning range.

In the above configuration, the optical scanner is attached to an outer surface, such as the side surface of the vehicle, and forms a scanning range that is substantially vertical along the side surface of the vehicle. The scanning range is formed so as to cover the side surface where the passenger boarding and disembarking doors are provided, and also extends into the gap formed between the station platform and the vehicle.
Within such a scanning range, two detection areas are set: a door entrapment detection area and a gap detection area. The door entrapment detection area is set in an area that overlaps with the door in a side view. The door entrapment determination unit determines whether or not an object is entrapped in the door by monitoring an object within the door entrapment detection area set within the scanning range. The gap detection area is set within the gap between the platform and the vehicle. The fall determination unit determines whether or not a passenger has fallen into the gap by monitoring an object within the fall detection area set within the scanning range.
Here, the shape of the platform and track (straight or curved, degree of curvature, etc.) and the size of the gap between the platform and the track vary depending on the station. Therefore, the relative position of the optical scanner attached to the vehicle to the platform may differ for each station where the train stops. In addition, some stations have high ballast piles and some stations have no trackbed. Therefore, the distance from the optical scanner attached to the vehicle to the track surface may also differ for each station where the train stops.

According to the above configuration, both the presence or absence of door entrapment and the presence or absence of a fall can be determined by using an optical scanner that forms a scanning range along the side of a vehicle equipped with doors for passenger boarding and alighting. A crew member engaged in conductor duties (for example, a conductor or a driver during one-man operation) can refer to this determination result and check safety at stations without relying only on visual inspection. In addition, the configuration is simpler than when a dedicated device for determining the presence or absence of door entrapment and a dedicated device for determining the presence or absence of a fall are separately installed. Therefore, it is possible to reduce the burden on the conductor's work and reduce costs. In addition, since the gap detection area is derived so as to retreat from an object detected within the scanning range every time the train stops at a station, even if an optical scanner is attached to the vehicle, it is not necessary to individually derive the gap detection area for each station in advance, or to derive a common gap detection area that does not interfere with objects at any station in advance. Therefore, it is possible to reduce the cost at the time of introduction. In addition, the gap detection area can be set close to the track surface depending on the station, improving the detection accuracy of falls.

The conductor's operation support device may further include an opening/closing information acquisition unit that acquires door-closed information indicating that the door is closed. When the door-closed information acquisition unit acquires the door-closed information, the gap detection area setting unit may set the gap detection area within the scanning range, and the fall determination unit may start determining whether or not a fall has occurred.
Falling into the gap occurs while the door is open, i.e. while passengers are getting on and off. With the above configuration, once the door is closed and passengers have finished getting on and off, the system starts to check for a fall. Even if a fall does occur, it can be discovered without being overlooked.

The conductor's operation support device may further include a stop determination unit that determines whether the vehicle is in a stopped state. When the stop determination unit determines that the vehicle has started moving from a stopped state, the gap detection area setting unit may cancel the setting of the gap detection area, and the fall determination unit may end the determination of whether a fall has occurred.
When a train starts moving, there is a possibility that railway facilities such as tracks and platforms may enter the gap detection area. With the above configuration, when the train starts moving, the setting of the gap detection area is cancelled and the determination of whether or not a fall has occurred is terminated. This makes it possible to prevent the railway facilities from being erroneously determined to be a person who has fallen.

The conductor's operation support device may further include an opening/closing information acquisition unit that acquires door-closed information indicating that the door is closed. When the door-closed information acquisition unit acquires the door-closed information, the door entrapment detection area setting unit may set a door entrapment detection area within a scanning range, and the door entrapment determination unit may start determining whether or not there is entrapment.
According to the above configuration, when the door closes, the door entrapment detection area is set and the determination of whether or not there is entrapment starts. Before that, while the door is open, passengers are getting on and off. It is possible to prevent passengers getting on and off from being erroneously determined to be an object caught in the door.

The conductor's operation support device may further include an on-track information acquisition unit that acquires information indicating whether or not a vehicle is on track at a station. When the on-track information acquisition unit acquires information indicating that the vehicle has finished departing from a station, the door entrapment detection area setting unit may cancel the setting of the door entrapment detection area, and the door entrapment determination unit may end the determination of whether or not a vehicle is entrapped.
According to the above configuration, the door entrapment detection area is kept set within the scanning range and the determination of whether or not an object is trapped continues until the train leaves the station. Even if the train starts moving from a stopped state with an object still trapped in the door, the object being dragged by the train can be found.

The conductor's work support device may further include a stop determination unit that determines whether the vehicle is stopped, a detection unit that detects an object present within a scanning range when the stop determination unit determines that the vehicle is stopped, and a gap detection area derivation unit that derives a gap detection area by retracting from the object detected by the detection unit. The gap detection area setting unit may set the gap detection area derived by the gap detection area derivation unit within the scanning range.

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

The conductor's work support device may further include an alarm control unit that activates an alarm installed in the crew compartment where the crew members engaged in conductor duties ride when the door entrapment determination unit or the fall determination unit determines that entrapment or a fall has occurred.
The train crew member working as a conductor can be notified of the occurrence of a pinch or fall based on the operation of the alarm, and can assist the train crew member in checking safety at stations where the train is stopped.

A conductor's work support system according to one embodiment of the present invention includes the conductor's work support device described above, and an optical scanner attached to the outer surface of a vehicle and forming a substantially vertical scanning range along the side of the vehicle.
The above system has technical features corresponding to the above conductor's work support device. Therefore, it is possible to use an optical scanner to determine both whether or not a person has been trapped under the door and whether or not a person has fallen. A train crew member engaged in conductor work can refer to this determination result and check safety at stations without relying solely on visual inspection. In addition, the configuration is simpler than when a dedicated device for determining whether or not a person has been trapped under the door and a dedicated device for determining whether or not a person has fallen are installed separately. This makes it possible to reduce the burden on conductors and reduce costs at the same time.

At least one optical scanner may be attached to one side of the vehicle. All of the passenger entry and exit doors of the vehicle may overlap with the scanning range in a side view.
According to the above configuration, entrapment can be detected without fail, regardless of which door the entrapment occurs in.
The conductor's work support system may further include an alarm device installed in a crew compartment where a crew member engaged in conductor work sits. The alarm device may operate in different operation patterns when the door entrapment determination unit determines that entrapment has occurred and when the fall determination unit determines that a fall has occurred.

According to the above configuration, the train crew member working as a conductor can know whether an entrapment or fall has occurred based on the operation pattern of the alarm. The necessary measures when an entrapment occurs (e.g., reopening the door) and when a fall occurs (e.g., keeping the door closed and rushing to the location of the fall) can be quickly taken according to the operation pattern of the alarm.

A conductor's work support method according to one embodiment of the present invention uses an optical scanner attached to an outer surface of a vehicle and forming a scanning range substantially vertically along a side surface of the vehicle. The side surface of the vehicle is provided with a door for passengers to board and disembark. The conductor's work support method includes a door entrapment detection area setting step, a gap detection area setting step, a door entrapment determination step , a fall determination step , a stop determination step, a detection step, and a gap detection area deriving step . In the door entrapment detection area setting step, the door entrapment detection area is set to an area that overlaps with the door in a side view within the scanning range. In the gap detection area setting step, the gap detection area is set to a gap that is formed between the platform of the station and the vehicle within the scanning range when the vehicle is stopped at the station. In the door entrapment determination step, it is determined whether an object is entrapped in the door within the door entrapment detection area. In the fall determination step, it is determined whether an object has fallen into the gap within the gap detection area. In the stop determination step, it is determined whether the vehicle is stopped or not. The detection step detects an object present within the scanning range when the stop determination unit determines that the vehicle has stopped. The gap detection area derivation step derives a gap detection area by retracting from the object detected by the detection unit. Then, the gap detection area setting step sets the gap detection area derived by the gap detection area derivation step within the scanning range.

A conductor's work support program according to one embodiment of the present invention causes a computer to execute the conductor's work support method described above.
The above method and program have technical features corresponding to the above conductor's work support device. Therefore, it is possible to use an optical scanner to determine both whether or not a person is trapped under the door and whether or not a person has fallen. A train crew member engaged in conductor work can refer to this determination result and check safety at stations without relying solely on visual inspection. In addition, the configuration is simpler than when a dedicated device for determining whether or not a person is trapped under the door and a dedicated device for determining whether or not a person has fallen are installed separately. Therefore, it is possible to reduce the burden on the conductor's work and reduce costs at the same time.

The present invention makes it possible to reduce the burden on conductors without introducing expensive systems.

1 is a block diagram showing a conductor's work support device according to a first embodiment of the present invention and a conductor's work support system including the device; 2A is a plan view of a platform and a track to which the conductor's work support system according to the first embodiment is applied, and FIG. 2B is a view taken along the line IIB-IIB in FIG. FIG. 3 is a view taken along the line III in FIG. 11 is an explanatory diagram of a process for deriving a gap detection area. FIG. 11 is an explanatory diagram of a process for deriving a gap detection area. FIG. 11 is an explanatory diagram of a process for deriving a gap detection area. FIG. 11 is an explanatory diagram of a process for deriving a gap detection area. FIG. 11 is an explanatory diagram of a process for deriving a gap detection area. FIG. 2 is a flowchart showing a conductor's work support method according to the first embodiment of the present invention. 2 is a time chart showing a conductor's work support method according to the first embodiment of the present invention. FIG. 1 is a plan view of the platform and track in an unoccupied state. (A) is a plan view of the platform and track when the train is in the docked position, and (B) is a side view. (A) is a plan view of the platform and track when the train is stopped and the doors are closed, and (B) is a side view. (A) is a plan view of the platform and track when the train is stopped and the doors are open, and (B) is a side view. FIG. 2A is a plan view of the platform and track when stationary and with the doors closed again, and FIG. 2B is a side view. (A) is a plan view of the platform and track in the departure state, and (B) is a side view. FIG. 11 is a front view of a platform and a track to which a conductor's work support system according to a second embodiment of the present invention is applied.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In addition, the same reference numerals are given to the same or corresponding elements throughout the drawings, and detailed description thereof will be omitted.
First Embodiment
(Conductor's work support system)
1 shows a conductor work support system 1 according to the first embodiment. The conductor work support system 1 supports conductor work in the railway business. The conductor work is performed by a crew member (the conductor or the driver in one-man operation) who boards a train 80 during passenger transportation.

The conductor's work support system 1 includes a conductor's work support device 2, an optical scanner 3, a track presence detection device 4, a vehicle speed detector 5, an opening/closing detector 6, and an alarm device 7.
The conductor's work support device 2 is communicatively connected to an optical scanner 3, a track presence detection device 4, a vehicle speed detector 5, an open/close detector 6, and an alarm device 7. The conductor's work support device 2, the optical scanner 3, the vehicle speed detector 5, and the open/close detector 6 are mounted on a train 80. The track presence detection device 4 is installed outside the train 80.

The conductor's work support device 2 is realized, for example, by a computer having a CPU, a memory, and an interface. The conductor's work support device 2 may be configured as a single computer, or may be a composite of multiple physically distributed computers. If it is a composite device, some of the computers may be housed within the housing of the optical scanner 3.
The memory stores a conductor work support program that causes the conductor work support device 2 as a computer to execute the conductor work support method according to this embodiment (see Figures 9 and 10). The CPU reads out the conductor work support program from the memory and performs information processing related to the conductor work support method in accordance with the conductor work support program.

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

The vehicle 81 has a plurality of bogies spaced apart in the vehicle length direction and a car body supported by the bogies. Each bogie has two axles, and each axle has a pair of wheels provided at both ends of the axle. The car body is supported by each bogie via springs.
The car body is formed in a roughly rectangular parallelepiped shape and has a pair of side surfaces. A passenger compartment 82 for carrying passengers is formed inside the car body. A plurality of boarding and alighting entrances 84 are formed on each side of the car body and spaced apart from one another in the vehicle length direction. A plurality of doors 85 for opening and closing each of the plurality of boarding and alighting entrances 84 are provided on the side of the car 81. The type of the door 85 is not particularly limited. For example, as shown in the figure, the door 85 is configured as a double sliding door.

Two crew cabins 83 are provided at both ends in the car length direction of the train 80 as a whole. In this embodiment, both of the two cars constituting the train 80 are control cars, and the interior of the control car is divided by a partition into a passenger compartment 82 and a crew cabin 83. A crew door 86 for allowing the crew to enter and exit the crew cabin 83 is provided on each side of the car 81.
The vehicle 81 is also provided with various other doors, such as through doors, but in this document, the term "door" refers to a door 85 provided on the side of the vehicle 81 for passengers to board and disembark.

In the driver's compartment 83, equipment necessary for driving and conductor duties is installed. For example, as shown in FIG. 1, a door operator 88 is provided in the driver's compartment 83 to allow the driver to open and close the door 85 as part of the conductor's duties. The door operator 88 is divided into a first operator corresponding to the door 85 provided on a first side surface of the vehicle 81, and a second operator corresponding to the door 85 provided on a second side surface opposite the first side surface.

When the train 80 stops, the crew operates the door operator 88 to open the door 85 on the side facing the platform 91. Passengers can straddle the gap 90 formed between the platform 91 and the carriage 81, and board from the platform 91 into the passenger compartment 82 through the boarding/alighting door 84. Passengers can also disembark from the passenger compartment 82 onto the platform 91. When there are no more passengers boarding or alighting, the crew operates the door operator 88 to close the door 85.

The crew can look out of a window in the crew door 86 and visually check for safety when opening and closing the door. For example, while the door 85 is open, the crew can check to see if any passengers have accidentally fallen into the gap 90, and if any passenger belongings (e.g., bags, strollers, etc.) have become caught in the closed door 85. Once safety is confirmed, the driver starts the train 80.

The conductor work support system 1 determines whether or not a person has fallen into the gap 90 or been trapped. "Falling into the gap 90" includes both cases where a person has fallen from the platform 91 to reach the track 92, and where a person is trapped in the gap 90 and suspended in mid-air. If at least one of a fall and being trapped occurs, the alarm 7 is activated. For example, the alarm 7 is installed in the driver's compartment 83 (see FIG. 1). The alarm is issued to the driver who is checking safety, supporting the driver in his or her conductor work.

(Train presence detection device, vehicle speed detector, opening/closing detector)
The train presence detection device 4 detects whether or not a train 80 is present on a track 92 adjacent to a platform 91, i.e., whether the train 80 is present or absent from the station platform 91. The detection result of the train presence detection device 4 is transmitted to the conductor's work support device 2 by wireless.

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

Alternatively, the on-rail detection device 4 may be configured with a pair of infrared sensors that detect the presence or absence of the train 80 at both ends of the detection range B. Whether or not the train 80 is on the rail can be determined based on a combination of the detection results of the pair of infrared sensors.
The vehicle speed detector 5 detects the traveling speed of the train 80. The vehicle speed detector 5 outputs information indicating the detected traveling speed to the conductor work support device 2. Based on the information output from the vehicle speed detector 5, the conductor work support device 2 can determine whether or not the train 80 is in a stopped state.

The open/close detector 6 detects the state of the door 85. Depending on the detected state, the open/close detector 6 outputs information indicating that the door 85 is closed (door closed information) or information indicating that the door 85 is open (door open information) to the conductor's work support device 2.

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

The optical scanner 3 emits scanning light L, such as laser light, generated by a light source 11 while deflecting it within a predetermined angle range by a deflection unit 12, thereby forming a two-dimensional (planar) scanning range SR.
The optical scanner 3 is attached to the vehicle 81 with the scanning range SR substantially vertical and aligned along the side of the vehicle 81. "The scanning range SR is substantially vertical" refers to a state in which the planar scanning range SR intersects the horizontal plane substantially perpendicularly. "The scanning range SR follows the side of the vehicle 81" refers to a state in which the planar scanning range SR is spaced a short distance from the side of the vehicle 81 in the vehicle width direction and substantially parallel to the side of the vehicle 81.

The position and attitude of the optical scanner 3 and scanning range SR relative to the vehicle 81 are fixed by attaching them to the side, regardless of whether the track 92 has a gradient. The attitude of the scanning range SR relative to the ground changes together with the vehicle 81 depending on the gradient of the track 92. The above "horizontal" and "vertical" refer to the attitude relative to the ground when the train 80 is running on a horizontal track 92, and change depending on the change in gradient.

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

As shown in FIG. 3, the scanning range SR is along the side of the vehicle 81. The housing of the optical scanner 3 is attached so as to fit within the vehicle limit, and the scanning range SR is formed on the vehicle side of the housing's end in the vehicle width direction. The platform 91 is installed so as not to interfere with the vehicle 81. Therefore, if the shape of the platform 91 and the linearity of the track 92 are not special and the lateral vibration of the vehicle body relative to the bogie or track 92 is small, the scanning light L emitted from the optical scanner 3 and the scanning range SR formed thereby will pass through the gap 90 and extend below the platform 91.

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

In this optical scanner 3, multiple detection areas A1, A2 can be set simultaneously within one scanning range SR. Therefore, different detection objects, such as a person falling and being pinched, can be monitored simultaneously in parallel. Furthermore, the same detection object (e.g., being pinched) can be detected individually in each of the multiple detection areas. For example, under the same detection situation of a stopped state, pinching can be detected individually in each of the multiple detection areas A1.
When an object is present within the scanning range SR, the scanning light L is reflected by the object. The light receiving unit 13 receives this reflected light. The conductor's work support device 2 sets or cancels the detection areas A1 and A2 according to the detection situation, and while the detection areas A1 and A2 are set, it determines the presence or absence of a detection target within the set detection areas A1 and A2 based on the input of the reflected light at the light receiving unit 13.

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

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

The opening/closing information acquisition unit 23 acquires door-closed information and door-opened information from the opening/closing detector 6 .
The jam detection area setting unit 31 sets a jam detection area A1 within the scanning range SR during the jam determination period T3 (see FIG. 10 ). The jam determination unit 35 determines whether or not an object is jammed in the door 85 within the jam detection area A1 set in the scanning range SR during the jam determination period T3.

The gap detection area setting unit 32 sets a gap detection area A2 within the scanning range SR during the fall determination period T2 (see FIG. 10 ). The fall determination unit 36 determines whether or not a fall has occurred into the gap 90 within the gap detection area A2 set within the scanning range SR during the fall determination period T2.
The start of the door entrapment determination period T3 is the timing when the door 85 opens once and then closes again. The end of the door entrapment determination period T3 is the timing when the train switches from a presence state to an absence state. In other words, the door entrapment determination period T3 is the period from when passengers finish boarding and disembarking to when the train 80 finishes departing from the station.

The start of the fall determination period T2 is the timing when the door 85 opens once and then closes again. The end of the fall determination period T2 is the timing when the train 80 switches from a stopped state to a running state. In other words, the fall determination period T2 is the period from when passengers finish boarding and disembarking to when the train 80 departs, and it starts at the same time as the door entrapment determination period T3 and ends earlier than the door entrapment determination period T3.

The alarm control unit 37 activates the alarm 7 when the door entrapment determination unit 35 or the fall determination unit 36 determines that entrapment or a fall has occurred. The alarm 7 operates in different operating patterns when it is determined that entrapment has occurred and when it is determined that a fall has occurred. If the alarm 7 is a lamp, the operating patterns, such as the lighting color and whether it remains lit or flashes, are different. If the alarm 7 is a display, the contents of the message displayed are different. If the alarm 7 is a speaker, the sound output is different.

(Door jam detection area)
The door entrapment detection area A1 is derived in advance and stored in the storage unit 20. "In advance" means before the conductor work support system 1 is put into full operation. The multiple door entrapment detection areas A1 correspond one-to-one to each of the multiple doors 85. Each door entrapment detection area A1 is set in an area that overlaps with the corresponding door 85 in a side view.

In this embodiment, the optical scanner 3 is attached to the side of the vehicle 81, rather than being fixed to the roadbed 93 below the platform 91. Therefore, once the mounting position of the optical scanner 3 on the vehicle 81 and the attitude of the optical scanner 3 relative to the vehicle 81 are determined, the relative positional relationship of the optical scanner 3 and the scanning range SR to the door 85 is fixed. Even if the stopping position of the train 80 deviates from the target stopping position, even if the track 92 has a slope, or even if the car body shakes while stopped, the direction and distance of the door 85 as seen by the optical scanner 3 do not change. Therefore, the door entrapment detection area A1 for each door is derived in advance so as to overlap with the corresponding door 85 according to the position and attitude of the optical scanner 3 relative to the vehicle 81.

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

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

2B, the gap detection area A2 is set in the gap 90 formed between the platform 91 and the vehicle 81 within the scanning range SR. The "gap" here also includes the space formed between the vehicle 81 and the platform 91 in the region below the upper surface of the platform 91.
2B, for convenience of illustration, the surface of the track 92 on which the scanning light L may be reflected within the gap 90 is simplified by a straight line tangent to the wheel. In other words, the surface of the track 92 is simplified so that there are no undulations in the extension direction of the track 92 and the surface is kept at the same height as the rail top surface.

However, as shown in Fig. 3, the track 92 is composed of various elements. Ballast such as gravel or crushed stone may be piled up in the gap 90. The ballast may have undulations in the extension direction of the track 92. The height of the ballast may change as a result of track maintenance work. Furthermore, the height of the ballast may differ depending on the station, and some stations may not have ballast.
Therefore, the distance from the optical scanner 3 attached to the vehicle 81 to the surface of the track 92 in the gap 90 varies depending on the orientation (position in the vehicle length direction) and also varies depending on the station. Even at the same station and orientation, if the stopping position shifts from the target stopping position in the vehicle length direction, the distance from the optical scanner 3 to the surface of the track 92 will be different. Even at the same station and stopping position, the distance from the optical scanner 3 to the surface of the track 92 before and after track maintenance work may differ in various orientations.

If the surface of the track 92 enters the gap detection area A2, the fall determination unit 36 may erroneously determine that the track 92 is a person who has fallen. To avoid this erroneous determination, a gap detection area A2 common to all stations may be derived in advance by positioning the lower edge A2a of the gap detection area A2 high up so that the track 92 does not enter the gap detection area A2 no matter which station or where the train 80 stops. In this case, if a passenger falls at a point where the surface of the track 92 is relatively low, the passenger does not enter the gap detection area A2, and the fall determination unit 36 may overlook the person who has fallen. To avoid this oversight, an individual gap detection area A2 may be derived in advance for each station. In this case, the work of deriving a large number of gap detection areas A2 in advance is cumbersome, and the introduction cost of the conductor work support system 1 may be high. In addition, the validity of the gap detection area A2 confirmed before the system is put into operation may not be maintained during operation due to track maintenance work and other factors.

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

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

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

After one scanning operation, the reflection position RP is measured for each angular resolution, and a plot showing the measured reflection position RP is projected onto the plane formed by the scanning range SR, resulting in a diagram in which the plots are arranged discretely along the surface, as shown by the filled-in black circles (●) in Figure 4. In the following, one scanning operation, or a group of measurement results of the reflection position RP obtained by one scanning operation, or a projection generated from the group of measurement results, is referred to as "one frame." The actual angular resolution is finer than the example in Figure 4. Therefore, in the projection of one frame, a larger number of plots are arranged at finer intervals, as if forming a line that follows the surface.

The scanning operation is repeated at high speed. The deflection unit 12 can perform, for example, 25 scanning operations per second, and the detection unit 33 obtains 25 frames per second. The aforementioned "data collection for detection by the detection unit 33" refers to the detection unit 33 obtaining measurement data of the reflection position RP for multiple frames. Data collection begins when the train 80 comes to a halt and ends in 0.5 to 1 second. During this time, passengers have not yet started boarding or disembarking because the doors 85 remain closed, and it is also considered that there is a low probability of a fall into the gap 90. For this reason, this is an ideal time for obtaining data on the reflection position RP within the gap 90 without the scanning light L being blocked by passengers.

Based on the frequency of the scanning operation (25 Hz as mentioned above) and the time set for data collection (0.5 to 1 second as mentioned above), the detection unit 33 obtains 13 to 25 frames of measurement data. The detection unit 33 projects these multiple frames onto the same plane. During the time set for data collection, the scanning light L is unlikely to be blocked by passengers, but the body may shake due to the inertia acting on the body when braking, or the load movement caused by passengers moving around in the passenger compartment 82 while preparing to disembark. This shaking may displace the relative position of the optical scanner 3 attached to the body with respect to the track 92, and the distance corresponding to each orientation may change for each frame. By projecting multiple frames, it is possible to identify positions within the scanning range SR where the surface of the track 92 may enter.

Fig. 5 shows the derivation of the gap detection area A2 after data collection by the detection unit 33. For convenience of illustration, in Fig. 5, the measurement results of the reflection position RP shown in Fig. 4, i.e., only one frame's worth of measurement data, is shown by a white circle (○). In reality, as described above, multiple frames' worth of measurement data are displayed on the same surface.
The gap detection area derivation unit 34 determines the lower edge A2a of the gap detection area A2 based on the measurement results of the reflection position RP for multiple frames. The lower edge A2a is set above the group of measurement results of the reflection position RP aligned along the surface of the track 92 in the extension direction of the track 92. The lower edge A2a may be set, for example, by determining a position a predetermined distance (e.g., several cm) above each measurement result of the reflection position RP and connecting the group of positions above the reflection position RP. This causes the gap detection area A2 to be derived so as to retreat upward from the surface of the track 92 as an object detected by the optical scanner 3. Furthermore, the lower edge A2a of the gap detection area A2 is approximately parallel to the surface of the track 92 even if the surface of the track 92 has undulations.

The upper edge A2b and the pair of side edges A2c, A2d of the gap detection area A2 may be stored in advance in the memory unit 20. For example, the upper edge A2b is set to the same height as the footsill 87 provided at the lower edge of the boarding/alighting entrance 84, or the same height as the lower end of the side of the car body. This allows the upper edge A2b of the gap detection area A2 to be positioned near the upper surface of the platform 91 at any station. The pair of side edges A2c, A2d are set at the same positions as the front and rear surfaces of the car body in the car length direction, respectively. This makes it possible to monitor for persons falling into the gap 90 over the entire length of the car 81.

As a result, the gap detection area A2 is derived so as to move away from any object (e.g., the surface of the track 92) detected within the scanning range SR each time the train stops at a station. Therefore, even if the optical scanner 3 is attached to the vehicle 81, there is no need to derive the gap detection area A2 individually for each station in advance, or to derive a common gap detection area A2 in advance that does not interfere with objects at any station. This makes it possible to reduce the cost of introduction. In addition, the gap detection area A2 can be set close to the surface of the track 92 each time, improving the accuracy of fall detection.

Figure 6 is a diagram in which the measurement results for multiple frames are projected in a different situation from that of Figure 4. At some stations, the gap 90 may be extremely small. In this case, the scanning light L may reflect off the top surface of the platform 91 or pass through the gap 90 with a narrow margin. When such measurement results are obtained, the gap detection area derivation unit 34 does not derive the gap detection area A2. Since the necessary measurement data cannot be obtained, the gap detection area A2 cannot be derived, but conversely, there is no risk of a fall occurring. For this reason, it is also permissible to suspend fall detection judgment immediately after the non-derivation.

Figure 7 is a projection of one frame's worth of measurement results in a different situation from Figures 4 and 6. At some stations, there may be localized areas where the gap 90 is extremely small. In this case, the scanning light L is reflected by the top surface of the platform 91 in these locally small areas of the gap 90, and is reflected by the surface of the track 92 in other areas where normal gaps 90 are formed. In such a case, as shown in Figure 8, the gap detection area A2 may be set so as to exclude the area reflected by the top surface of the platform 91.

(Conductor work support method)
The operation of the conductor's work support device 2 will be described below in accordance with the procedure of the conductor's work support method with reference to Figures 9 to 16. The flow shown in Figure 9 is repeatedly executed while the train 80 is in operation.
10 after t6 or before t1 and also with reference to FIG 11, it is assumed that the train 80 is running between stations. At this time, the train occupancy information acquisition unit 21 acquires absence information from the train occupancy detection device 4. If the train 80 is thus in an absence state (S1: Y), the process ends.

Next, referring to FIG. 10 from t1 onwards and FIG. 12 together, train 80 enters detection range B. At this time, the on-track information acquisition unit 21 acquires on-track information from the on-track detection device 4. The stop determination unit 22 determines that the train 80 is in a running state. In particular, the stop determination unit 22 determines that the train 80 has not yet transitioned to a stopped state and is maintaining a running state since time t1, when the on-track information acquisition unit 21 began acquiring the on-track information. As a result, the conductor's work support device 2 detects that the train 80 has entered the track. If the train is in the on-track state (S1: Y), the process ends.

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

In the above configuration, the conductor's work support device 2 cannot determine whether the platform 91 is on the left or right side in the direction of travel at the time t2 when the train 80 stops, and whether the door 85 on the left or right side should be opened. Therefore, the gap detection area A2 may be derived by both the left and right optical scanners 3. Alternatively, whether the door 85 on the left side or the door 85 on the right side in the direction of travel should be opened is determined in advance by the station. Therefore, the memory unit 20 may store information indicating which door 85 on the left or right side should be opened for each stop station. In this case, the detection unit 33 identifies the optical scanner 3 on the side facing the platform 91 according to the information stored in the memory unit 20, and detects an object within the scanning range SR of the optical scanner 3. If the open/close detector 6 can detect which of the first and second operating devices described above has been operated, the derivation and setting of the gap detection area on the side that has not been operated may be stopped when the operated operating device is detected.

The method of deriving the gap detection area A2 is as described above. The detection unit 33 acquires multiple frames of measurement data within a data acquisition period of 0.5 to 1 second from time t2 when the train 80 stops. The acquisition of the measurement data is completed before time t3 when the door 85 opens. The gap detection area derivation unit 34 derives the gap detection area A2 based on the detection result of the detection unit 33. The flow shown in FIG. 9 indicates that the derivation process (S10) of the gap detection area A2 is completed before the door 85 opens, but the gap detection area A2 only needs to be derived within the area derivation period T1 from time t2 when the train 80 stops to time t4 when the door 85 opens and then closes again (see FIG. 10). The derivation process (S10) of the gap detection area A2 may continue even after the door 85 opens.

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

When the door 85 opens, passengers step over the gap 90 and enter and exit the train 80 through the boarding/alighting door 84. When the flow of passengers boarding and alighting stops, the crew operates the door operating device 88 to close the door 85. There is a risk of someone falling while the door is opening, and there is a risk of someone getting caught while the door is closing.
Next, after t4 in Fig. 10 and with reference to Fig. 15, the doors 85 are closed again. At this time, the on-track information acquisition unit 21 acquires on-track information from the on-track detection device 4, and the stop determination unit 22 determines that the train 80 is in a stopped state. The open/close information acquisition unit 23 acquires door-closed information from the open/close detector 6. When this stopped state and door-reopened door-closed state are reached (S1: N, S2: N, S3: N), the fall determination period T2 and door entrapment determination period T3 begin.

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

The trap detection area setting unit 31 sets the trap detection area A1 stored in the memory unit 20 within the scanning range SR (S31). As a result, the trap detection areas A1 are overlapped in a side view with all the doors 85 facing the platform 91. The trap determination unit 35 determines whether or not there is trap within each trap detection area A1 (S32).
If no door entrapment has occurred, passengers have already finished boarding and disembarking, and there is no object that may cross the door entrapment detection area A1 around each door 85. If door entrapment has occurred, the part of the object that is entrapped between the doors 85 and protruding outside the vehicle enters the door entrapment detection area A1. The scanning light L is irradiated onto this object. The door entrapment determination unit 35 determines that door entrapment has occurred in at least one of the doors 85, based on the fact that the reflection position of the scanning light L appears within at least one of the door entrapment detection areas A1.

If it is determined that neither a fall nor being caught in the door has occurred (S23: N and S33: N), the process ends.
When it is determined that a fall has occurred (S23: Y), the alarm control unit 37 activates the alarm 7 in an operation pattern corresponding to the occurrence of a fall (S24). When the door entrapment determination unit 35 determines that door entrapment has occurred (S33: Y), the alarm control unit 37 activates the alarm 7 in an operation pattern corresponding to the occurrence of door entrapment (S34). This allows the crew member in the crew cabin 83 to know whether a fall has occurred or door entrapment has occurred.
In the flow shown in FIG. 9, the steps S21 to S24 for determining whether or not an object has fallen are executed before the steps S31 to S34 for determining whether or not an object has been caught in a door. However, the order in which the two steps are executed may be reversed.

Next, referring to FIG. 10, from time t5 onwards and FIG. 16, the train 80 starts moving. At this time, the on-track information acquisition unit 21 acquires on-track information from the on-track detection device 4. The stop determination unit 22 determines that the train 80 is in a running state. In particular, the stop determination unit 22 determines that the train 80 transitioned to a stopped state from the time the on-track information acquisition unit 21 started acquiring on-track information, and that the train 80 has left this stopped state and is again in a running state. As a result, the conductor's work support device 2 detects the departure, start of running, and departure state of the train 80. When the train 80 starts running and enters a departure state (S1: N, S2: Y) in this way, the fall determination period T2 ends, and the entrapment determination period T3 continues.

The gap detection area setting unit 32 cancels the setting of the gap detection area A2 (S41), and the fall determination unit 36 ends the determination of whether or not a fall has occurred (S42). Then, in the same manner as before starting, the door entrapment detection area setting unit 31 and the door entrapment determination unit 35 execute the processes S31 to S34 relating to the door entrapment determination.
The process related to the door entrapment determination continues until the train 80 finishes leaving the station. The train presence information acquisition unit 21 continues to acquire train presence information from the train presence detection device 4 while the train 80 has not finished leaving the station. When the train 80 finishes leaving the station, that is, when the rear end of the train 80 leaves the detection range B, the information acquired by the train presence information acquisition unit 21 switches from train presence information to absence information. When it switches to absence information (S1: Y), the process ends. That is, the door entrapment detection area setting unit 31 cancels the setting of the door entrapment detection area A1, and the door entrapment determination unit 35 ends the determination of whether or not a door is entrapped.

According to this embodiment, both the presence or absence of door entrapment and the presence or absence of a fall can be determined by using an optical scanner 3 that forms a scanning range SR along the side of a carriage 81 that is equipped with doors 85 for passenger boarding and alighting. A train crew member engaged in conductor duties can refer to this determination result and check safety at stations without relying solely on visual inspection. In addition, the configuration is simpler than when separate dedicated equipment for determining the presence or absence of door entrapment and dedicated equipment for determining the presence or absence of a fall are installed. This makes it possible to achieve both a reduction in the burden on the conductor's duties and a reduction in costs.

This makes it easy to introduce in sections where one-man operation is used, and is beneficial in reducing the burden of conductor duties on the driver. Two optical scanners 3 are installed in one car 81, but in such sections, the number of cars per train is small, and the number of trains is also small. Therefore, it is possible to simplify the configuration compared to when cameras and laser scanners are installed at each station.

The system detects whether a person has fallen off the train when the train is stopped and the doors are closed again. Even if a person falls off the train before the doors are closed again, the system can detect the person's fall before the train departs.
The gap detection area A2 is derived in accordance with the shape of the surface of the track 92 when the train 80 is stopped, but when the train 80 starts moving and the relative positional relationship of the optical scanner 3 to the surface of the track 92 changes, the surface of the track 92 or other railway equipment may enter the gap detection area A2. The fall determination ends when the train 80 starts moving. This makes it possible to prevent the fall determination unit 36 from erroneously determining that railway equipment other than the fallen person is a fallen person.

The determination of whether an object is trapped in the door is also performed when the train is stopped and the doors are closed again. Even if an object is trapped when the doors are closed, this can be discovered early on before the train departs. The determination of whether an object is trapped in the door continues until the train 80 leaves the track. Even if the train 80 starts to depart without the door being resolved, an object that is trapped in the door 85 and being dragged by the train 80 can be discovered before the train 80's traveling speed increases.

The alarm 7 operates in different patterns depending on whether someone is trapped or falls, so the crew can know whether someone is trapped or falls. Necessary measures for when someone is trapped (e.g., reopening the door 85) and necessary measures for when someone falls (e.g., keeping the door closed and rushing to the location of the fall) can be taken quickly in response to the operation of the alarm 7.

Second Embodiment
FIG. 17 shows a platform and a track to which the conductor's work support system according to the second embodiment is applied.
The optical scanner 3A according to the present embodiment forms a plurality of scanning ranges SR. The plurality of scanning ranges SR have different attitudes about a virtual axis in the vehicle length direction passing through the housing of the optical scanner 3A. When a plurality of scanning ranges SR are formed, a gap detection area and a door entrapment detection area are set within each scanning range SR.
This makes it possible to monitor the position and size in the vehicle width direction of objects crossing these detection areas, and accurately detect the occurrence of falls and getting caught in doors.

<Modification>
Although the embodiment has been described above, the above configuration can be appropriately modified, added, and/or deleted within the scope of the present invention.

Although the optical scanners 3, 3A have been described as being provided on the side of the vehicle 81 as an example, as long as the scanning range SR can be formed on the side, the optical scanners 3, 3A may be provided on an external surface other than the side.
Although one optical scanner is provided on one side surface, a plurality of optical scanners may be provided on one side surface.

Reference Signs List 1 Conductor work support system 2 Conductor work support device 3, 3A Optical scanner 7 Alarm 20 Memory unit 21 On-track information acquisition unit 22 Stop determination unit 23 Opening/closing information acquisition unit 31 Door entrapment detection area setting unit 32 Gap detection area setting unit 33 Detection unit 34 Gap detection area derivation unit 35 Door entrapment determination unit 36 Fall determination unit 37 Notification control unit 80 Train 81 Car 83 Crew cabin 85 Passenger boarding/alighting door 90 Gap 91 Platform 92 Track L Scanning light SR Scanning range A1 Door entrapment detection area A2 Gap detection area

Claims (12)

a door entrapment detection area setting unit that sets a door entrapment detection area in an area that overlaps with a passenger boarding/alighting door provided on the side of the vehicle in a side view within a scanning range that is formed substantially vertically along the side of the vehicle by an optical scanner attached to the outer surface of the vehicle;
a gap detection area setting unit that sets a gap detection area in a gap formed between a platform of the station and the vehicle within the scanning range while the vehicle is stopped at a station;
a door entrapment determination unit that determines whether or not an object is entrapped in the door within the door entrapment detection area;
a fall determination unit that determines whether or not a fall has occurred into the gap within the gap detection area;
a stop determination unit that determines whether the vehicle is in a stopped state;
a detection unit that detects an object present within the scanning range when the stop determination unit determines that the vehicle has entered the stopped state;
a gap detection area deriving unit that derives the gap detection area by retracting from the object detected by the detection unit;
Equipped with
the gap detection area setting unit sets the gap detection area derived by the gap detection area derivation unit within the scanning range.
Conductor's work support device. The device further includes an opening/closing information acquisition unit that acquires door closing information indicating that the door is closed,
When the door closing information is acquired by the opening/closing information acquisition unit, the gap detection area setting unit sets the gap detection area within the scanning range, and the fall determination unit starts determining whether or not a fall has occurred.
The conductor's work support device according to claim 1. A stop determination unit that determines whether the vehicle is in a stopped state,
When the stop determination unit determines that the vehicle has started from the stopped state, the gap detection area setting unit cancels the setting of the gap detection area, and the fall determination unit ends the determination of whether or not a fall has occurred.
A conductor's work support device according to claim 1 or 2. The device further includes an opening/closing information acquisition unit that acquires door closing information indicating that the door is closed,
When the door closing information is acquired by the opening/closing information acquisition unit, the door entrapment detection area setting unit sets the door entrapment detection area within the scanning range, and the door entrapment determination unit starts determining whether or not there is entrapment.
A conductor's work support device according to any one of claims 1 to 3. a train location information acquisition unit that acquires information indicating whether the train is located at the station,
when the on-rail information acquisition unit acquires information indicating that the vehicle has left the station, the door entrapment detection area setting unit cancels the setting of the door entrapment detection area, and the door entrapment determination unit ends the determination of the presence or absence of entrapment.
A conductor's work support device according to any one of claims 1 to 4. The door entrapment detection area is calculated based on a relative positional relationship of the optical scanner with respect to the door.
A conductor's work support device according to any one of claims 1 to 5 . The train further includes an alarm control unit that activates an alarm installed in a driver's compartment where a driver engaged in conductor duties rides when the door entrapment determination unit or the fall determination unit determines that the entrapment or the fall has occurred.
A conductor's work support device according to any one of claims 1 to 6 . A conductor's work support device according to any one of claims 1 to 7 ;
an optical scanner attached to an outer surface of a vehicle and forming a substantially vertical scanning range along a side surface of the vehicle;
A conductor's work support system equipped with the following: At least one of the optical scanners is mounted on one side of the vehicle;
All of the doors for passenger boarding and alighting of the vehicle overlap with the scanning range in a side view.
The conductor's work support system according to claim 8 . The train further includes an alarm device installed in a driver's compartment in which a driver engaged in conductor duties rides,
The alarm operates in different operation patterns when the entrapment determination unit determines that the entrapment has occurred and when the fall determination unit determines that the fall has occurred.
The conductor's work support system according to claim 8 or 9 . a door entrapment detection area setting step of setting a door entrapment detection area in an area overlapping with a passenger boarding/alighting door provided on the side of the vehicle in a side view within a scanning range formed substantially vertically along the side of the vehicle by an optical scanner attached to the outer surface of the vehicle;
a gap detection area setting step of setting, when the vehicle stops at a station, a gap detection area in a gap formed between a platform of the station and the vehicle within the scanning range;
a door entrapment determination step of determining whether or not an object is entrapped in the door within the door entrapment detection area;
a fall determination step of determining whether or not a fall has occurred into the gap within the gap detection area;
a stop determination step of determining whether the vehicle is in a stopped state;
a detection step of detecting an object present within the scanning range when it is determined in the stop determination step that the vehicle has entered the stopped state;
a gap detection area deriving step of deriving the gap detection area by retracting from the object detected by the detection step;
The conductor's work support method includes: A method for supporting conductor's work according to claim 11 ,
Conductor work support program.

Images