Obstacle detection device, obstacle detection method, and program

Abstract

To realize an automatic operation of a railway vehicle effectively, while efficiently detecting an obstacle on the travel route, and smoothly dealing with a sudden driving disturbance.SOLUTION: An obstacle detection device of an embodiment of the present invention, which is connected to a central device through a network and is boarded on a railway vehicle, comprises: an acquisition unit for acquiring monitoring information of the railway vehicle in the travel direction; a positioning unit for measuring a present position of the railway vehicle; a route information acquisition unit for acquiring route information about the travel route and rail track of the railway vehicle from the central device; a detection area setting unit for setting a first detection area, which corresponds to the travel route of the railway vehicle and the peripheral area of the travel route, and a second detection area, which refers to other areas than the first detection area, on the basis of the monitoring information, the present position, and the route information; an obstacle detection unit for detecting an obstacle based on the first detection area and the second detection area; and a control unit for executing prescribed processing based on the detection result of the obstacle.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] An embodiment of the present invention relates to an obstacle detection device, an obstacle detection method, and a program. [Background technology]

[0002] In recent years, there has been a demand for automated driving of railway vehicles. Particularly in urban areas and within depots where many railway vehicles pass by, when a central device such as a train centralized control device controls operation by issuing operation commands, it is necessary to determine whether there are any obstacles on the travel route and to operate the railway vehicles and shunt them within the yard. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-1519 A [Patent Document 2] Patent Publication No. 2022-63907 [Patent Document 3] International Publication No. 2021 / 229701 Summary of the Invention [Problem to be solved by the invention]

[0004] One of the objectives of this embodiment is to efficiently detect obstacles on the travel route and smoothly deal with sudden travel disruptions, thereby effectively realizing automatic operation of railway vehicles. [Means for solving the problem]

[0005] An obstacle detection device of an embodiment is an obstacle detection device connected to a central device via a network and mounted on a railway vehicle, and includes an acquisition unit that acquires monitoring information in the direction of travel of the railway vehicle, a positioning unit that measures the current position of the railway vehicle, a route information acquisition unit that acquires route information regarding the railway vehicle's travel path and tracks from the central device, a detection area setting unit that sets a first detection area, which is the travel path of the railway vehicle and the area surrounding the travel path, and a second detection area, which is an area other than the first detection area, based on the monitoring information, the current position, and the route information, an obstacle detection unit that detects obstacles from the first detection area and the second detection area, and a control unit that executes predetermined processing based on the obstacle detection results. [Brief description of the drawings]

[0006] [Figure 1] FIG. 1 is a diagram illustrating an example of a schematic configuration of a railway vehicle according to an embodiment. [Diagram 2] FIG. 2 is a schematic diagram showing an outline of the interior of a rail depot in the embodiment. [Diagram 3] FIG. 3 is a block diagram illustrating an example of a functional configuration of the traveling obstacle detection device according to the embodiment. [Figure 4] FIG. 4 is a diagram illustrating an example of the travel route data according to the embodiment. [Diagram 5] FIG. 5 is an explanatory diagram showing an example of setting the first detection area and the second detection area in the embodiment. [Figure 6] FIG. 6 is an explanatory diagram showing another setting example of the first detection area and the second detection area in the embodiment. [Figure 7] FIG. 7 is an explanatory diagram showing another setting example of the second detection area in the embodiment. [Figure 8] FIG. 8 is an explanatory diagram illustrating an example of a captured image in which a switch is detected in the embodiment. [Figure 9] FIG. 9 is an explanatory diagram showing an example in which a person is detected in the embodiment. [Figure 10]FIG. 10 is an explanatory diagram showing an example in which a stop position target is detected in the embodiment. [Figure 11] FIG. 11 is a flowchart illustrating an example of a procedure of the obstacle detection process according to the embodiment. [Figure 12] FIG. 12 is a flowchart illustrating an example of a procedure of the first detection area setting process according to the embodiment. [Figure 13] FIG. 13 is a flowchart illustrating an example of a procedure of the second detection area setting process according to the embodiment. [Figure 14] FIG. 14 is a flowchart illustrating an example of a procedure of the obstacle detection and control process according to the embodiment. [Figure 15] FIG. 15 is a flowchart illustrating an example of a procedure of a process according to an obstacle according to the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0007] Hereinafter, a railway vehicle equipped with an obstacle detection device according to the present embodiment will be described with reference to the accompanying drawings.

[0008] (Embodiment) Fig. 1 is a diagram showing an example of a schematic configuration of a railway vehicle according to an embodiment. As shown in Fig. 1, the railway vehicle RV according to the embodiment runs on a rail R. The railway vehicle RV includes a sensor 10, an antenna 50, an inertial sensor 70, a traveling obstacle detection device 100, a recording device 30, and a display device 40.

[0009] The sensor 10 corresponds to a camera or LiDAR (Light Detection and Ranging) that is provided so as to be able to capture an image in the traveling direction of the railroad vehicle RV. The camera is a device that captures images using visible light. The camera generates a captured image that is two-dimensional data. The camera may also be a device that can measure the distance to an object, such as a stereo camera. The camera is directed forward of the railcar RV, that is, in the traveling direction of the railcar RV. In this way, the camera captures a captured image in the traveling direction of the railcar RV. The camera is not limited to a stereo camera, and may also be a monocular camera.

[0010] The LiDAR emits a laser beam and measures the distance to an object based on the time it takes for the reflected laser beam to return. The LiDAR generates a distance image, which is three-dimensional data. A distance image is an image in which each of a number of pixels indicates the distance to an object. The LiDAR is directed forward of the railcar RV, that is, in the traveling direction of the railcar RV. As a result, the LiDAR captures a distance image in the traveling direction of the railcar RV. Note that the railcar RV may have other devices, not limited to the LiDAR, as a device for acquiring three-dimensional data.

[0011] Here, the captured image and the distance image are examples of surveillance information. Alternatively, the sensor 10 may be an optical sensor capable of simultaneously outputting a color image and a distance image, such as an optical sensor using a pattern projection method, a photogrammetry method, or a time-of-flight method.

[0012] The antenna 50 is installed near the center of the railcar RV in the width direction and receives radio signals transmitted from positioning satellites. The radio signals include information for measuring the position of the railcar RV.

[0013] The inertial sensor 70 is an independent sensor such as a three-axis acceleration sensor, a three-axis gyro sensor, a three-axis geomagnetic sensor, a wheel speed sensor, a tachometer generator (TG: tachograph generator), etc. The inertial sensor 70 outputs output data of each sensor to the obstacle detection device 100.

[0014] The traveling obstacle detection device 100 is an example of an obstacle detection device that detects an obstacle that impedes the traveling of the railroad vehicle RV. The recording device 30 stores the detection result of the obstacle by the traveling obstacle detection device 100. The display device 40 displays various information such as an image obtained by capturing an image of the traveling direction of the railroad vehicle RV by the sensor 10 and the detection result of the obstacle by the traveling obstacle detection device 100.

[0015] As shown in Fig. 1, the traveling obstacle detection device 100 is connected to a central unit 200 provided outside the railroad vehicle RV via a wireless network. The central unit 200 is an information processing device such as a server device. The central unit 200 controls the traveling of the railroad vehicle RV. For example, the central unit 200 transmits to the railroad vehicle RV the traveling route of the railroad vehicle RV and the traveling route including the passing time of each point on the traveling route. In addition, the central unit 200 receives the detection result detected by the railroad vehicle RV on the traveling route.

[0016] The railroad vehicle RV of this embodiment runs autonomously in urban areas and within vehicle depots where many railroad vehicles pass by.

[0017] Fig. 2 is a schematic diagram showing an outline of the interior of a vehicle depot in an embodiment. As shown in Fig. 2, a number of rails R are laid within the vehicle depot, and a number of car garages 300 for storing rail vehicles RV are provided. As shown in Fig. 2, a number of rail vehicles RV run within the vehicle depot.

[0018] Next, the details of the driving obstacle detection device 100 according to this embodiment will be described. FIG. 3 is a block diagram illustrating an example of a functional configuration of the traveling obstacle detection device 100 according to the embodiment.

[0019] As shown in FIG. 3, the driving obstacle detection device 100 of this embodiment mainly includes an image acquisition unit 101, a positioning unit 102, a route information acquisition unit 103, a communication unit 104, a detection area setting unit 105, an obstacle detection unit 106, a control unit 107, and a memory unit 110.

[0020] The storage unit 110 includes non-volatile storage media such as a Read Only Memory (ROM), a flash memory, a Hard Disk Drive (HDD), an SD card, etc., and volatile storage media such as a Random Access Memory (RAM), a register, etc. The storage unit 110 stores various information such as programs executed by a processor included in the railcar RV.

[0021] The image acquiring unit 101 acquires captured images as monitoring information captured by the camera of the sensor 10. The image acquiring unit 101 also acquires range images as monitoring information from the LiDAR of the sensor 10.

[0022] The positioning unit 102 locates the current position of the railcar RV. Specifically, the positioning unit 102 can measure the position of the railcar RV based on radio signals received by the antenna 50 from artificial satellites. The position of the railcar RV is position information about the vicinity of the center of the left and right rails of the track. The positioning unit 102, for example, constitutes a Global Navigation Satellite System (GNSS), performs positioning (satellite positioning) of the railcar RV based on radio waves received by the antenna 50, and outputs position information (also referred to as positioning information) as a measurement result.

[0023] Here, GNSS is a general term for satellite positioning systems such as the US GPS, Japan's Quasi-Zenith Satellite System (QZSS), Russia's GLONASS (GLO), the European Union's Galileo (GAL), and China's Beidou (BDS). Therefore, the receiver that constitutes the antenna 50 and the positioning unit 102 is configured to be capable of performing positioning using any of these satellite positioning systems.

[0024] The positioning unit 102 can measure the current position of the railway vehicle RV by using a detection result from the inertial sensor 70 in addition to or separately from the positioning result based on the radio waves received by the antenna 50. For example, the positioning unit 102 can measure the current position by integrating the output value of a tachometer generator of the wheel of the inertial sensor 70.

[0025] Furthermore, the positioning unit 102 may estimate its own position using a SLAM (Simultaneous Localization and Mapping) technique, using an image captured by a camera or a range image captured by a LiDAR acquired by the image acquisition unit 101.

[0026] The communication unit 104 controls wireless communication with the central unit 200. Specifically, the communication unit 104 transmits and receives various information and notifications to and from the central unit 200 via wireless communication.

[0027] The route information acquisition unit 103 acquires route information from the central device 200 via the communication unit 104. The route information is information related to the route of the railroad vehicle RV, and is composed of travel route data indicating the travel route of the railroad vehicle RV itself, and track information indicating information related to all tracks installed within the railroad depot premises.

[0028] FIG. 4 is a diagram illustrating an example of the travel route data according to the embodiment. The example of the travel route data in Fig. 4 indicates that the railroad vehicle RV travels from platform 1 at station A, which is the starting point, to platform 1 at station E, which is the end point, and then enters garage No. 3 in the railyard. Also, the example of the travel route data in Fig. 4 indicates that the railroad vehicle RV leaves garage No. 3 in the railyard, travels from platform 2 at station E, and to platform 2 at station A, which is the end point.

[0029] Here, railroad vehicle RV passes through multiple switches D1 between platform 1 and depot No. 3 at station A. Switch D1 is a device that changes the traveling direction of railroad vehicle RV by switching the connection of rails R1. That is, railroad vehicle RV can select multiple travel routes when passing through switch D1.

[0030] Returning to Figure 3, the detection area setting unit 105 sets a first detection area and a second detection area, which is an area other than the first detection area, in the captured image based on the captured image and distance image acquired by the image acquisition unit 101, the current position of the railway vehicle RV measured by the positioning unit 102, and the route information acquired by the route information acquisition unit 103.

[0031] That is, the detection area setting unit 105 identifies the current position of the railroad vehicle RV in the travel route data of the route information, and detects rails from the captured image by edge enhancement or the like to identify the travel route of the railroad vehicle RV. Then, the detection area setting unit 105 sets a first detection area and a second detection area that is an area other than the first detection area in the captured image.

[0032] Here, the first detection area is the travel route of the railroad vehicle RV and the area around the travel route, and is a three-dimensional area defined by the construction gauge and the surrounding area of ​​the railroad vehicle RV. The detection area setting unit 105 determines that the rail in front of the detected rails is the rail of the travel route of the railroad vehicle RV, and sets the first detection area.

[0033] Specifically, the second detection area includes the travel path of the rail vehicle RV other than the rail vehicle RV itself and the surrounding area. The detection area setting unit 105 sets the travel path (referred to as the second travel path) which is a rail adjacent to the travel path of the rail vehicle RV itself and the surrounding area of ​​the second travel path as the second detection area. In this case, the second detection area is a three-dimensional area defined by the construction gauge and surrounding area of ​​the rail vehicle RV traveling on the travel path adjacent to the travel path of the rail vehicle RV itself.

[0034] Fig. 5 is an explanatory diagram showing an example of setting the first detection area and the second detection area in the embodiment. In the example shown in Fig. 5, the detection area setting unit 105 calculates the distance to the construction limit section Y1 and the surrounding area section Y1' for each arbitrary set position P of the travel path of the own railroad vehicle RV, i.e., the rail R1 on which the railroad vehicle RV travels, in the captured image based on the distance image.

[0035] Here, the construction gauge sections Y1 and Y2 are sections of the construction gauge in a direction perpendicular to the traveling direction of the railroad vehicle RV. The surrounding area sections Y1' and Y2' are sections of the surrounding area that are set by precautionarily expanding the construction gauge outside the direction perpendicular to the traveling direction of the railroad vehicle RV. The surrounding area sections are sometimes also called precautionary limit sections.

[0036] In the example of Figure 5, the detection area setting unit 105 sets the travel path of the own railway vehicle RV and its surroundings as a first detection area 410, and sets a travel path adjacent to the travel path of the own railway vehicle RV and its surroundings as a second detection area 420.

[0037] Specifically, the detection area setting unit 105 sets a tunnel-shaped area having the construction limit section Y1 and the surrounding area section Y1' as cross sections obtained for different set positions P on the rail in the traveling direction of the railway vehicle RV as the first detection area 410. In addition, the detection area setting unit 105 obtains a range, which is the range (set) of the distance to the construction limit section Y1 and the surrounding area section Y1' obtained for each set position P, as range information.

[0038] 5, the detection area setting unit 105 sets a tunnel-shaped area having cross sections, as the second detection area 420, the cross sections being the construction limit section Y2 and the surrounding area section Y2' obtained for a set position P on a different rail in the traveling direction of the railway vehicle RV traveling on a traveling path adjacent to the traveling path of the railway vehicle RV. The detection area setting unit 105 also obtains a range, which is the range (set) of the distance to the construction limit section Y2 and the surrounding area section Y2' obtained for each set position P, as range information.

[0039] Fig. 6 is an explanatory diagram showing another setting example of the first detection area and the second detection area in the embodiment. In the example of Fig. 6, the detection area setting unit 105 sets the travel path of the own railcar RV and its surroundings as the first detection area 410. Furthermore, the detection area setting unit 105 sets a travel path adjacent to the travel path of the own railcar RV and its surrounding area 420a, and a further adjacent travel path (rail R3) and its surrounding area 420b as the second detection area 420.

[0040] The setting of the first detection area 410 and the area 420a is the same as that in Fig. 5. Furthermore, the detection area setting unit 105 sets, as the second detection area 420, a tunnel-shaped area 420b having the cross section of the construction limit section Y3 and the surrounding area cross section Y3' obtained for the set position P of the rail different from that of the rail vehicle RV traveling on the travel path adjacent to the travel path of the rail vehicle RV, together with the area 420a. Furthermore, the detection area setting unit 105 obtains, as the range information, a value range that is a range (set) of the distance to the construction limit section Y3 and the surrounding area cross section Y3' obtained for each set position P. Note that Fig. 6 shows only the construction limit section Y3 and the surrounding area cross section Y3' for one set position P for simplification.

[0041] In the present embodiment, the detection area setting unit 105 sets the first detection area 410 and the second detection area 420 based on the construction limit section and the surrounding area section, but is not limited to this. For example, the detection area setting unit 105 can be configured to set the first detection area and the second detection area from the vehicle limit section of the railroad vehicle RV instead of the construction limit section. Here, the vehicle limit section is a section of the vehicle limit in a direction perpendicular to the traveling direction of the railroad vehicle RV.

[0042] The detection area setting unit 105 can further set the railroad crossing and the area around the railroad crossing as a second detection area.

[0043] Fig. 7 is an explanatory diagram showing another setting example of the second detection area in the embodiment. As shown in Fig. 7, when the detection area setting unit 105 detects a railroad crossing by analyzing the captured image, it obtains the distance to the railroad crossing and its surrounding area S based on the distance image. Then, the detection area setting unit 105 sets the adjacent travel route and its surrounding area 420a, the railroad crossing and its surrounding area S, and the railroad crossing and its surrounding area S as the second detection area.

[0044] When the detection area setting unit 105 determines, through analysis of the captured image and the distance image, that there is a switch ahead on the travel route for switching the direction of travel of the railway vehicle RV, it sets the route to which the switch is to be made as the first detection area.

[0045] Specifically, the detection area setting unit 105 analyzes the captured image and the distance image, determines in which direction the switch is set, and sets the route at the switch as the first detection area. Alternatively, the detection area setting unit 105 determines in which direction the switch is set on the route of the own railcar RV from the travel route (see FIG. 4) in the route information acquired by the route information acquisition unit 103, and sets the route at the switch as the first detection area.

[0046] FIG. 8 is an explanatory diagram illustrating an example of a captured image in which a switch is detected in the embodiment. In the example of FIG. 8, a switch BG is present in front of a rail R, which is a travel path of the rail vehicle RV, in the first detection area. The rail R branches into rails R1 and R2 by the switch BG. When the detection area setting unit 105 determines that such a switch BG is present in the first detection area, the detection area setting unit 105 determines whether the branch destination of the switch BG is in the direction of rail R1 or in the direction of rail R2 by image analysis. When the branch destination is in the direction of rail R1, the detection area setting unit 105 sets an area A1 in the direction of rail R1 in the area beyond the switch BG as the first detection area. When the branch destination is in the direction of rail R2, the detection area setting unit 105 sets an area A2 in the direction of rail R2 in the area beyond the switch BG as the first detection area. Note that in the example of FIG. 8, the branch destination by the switch BG is in the direction of rail R1.

[0047] Alternatively, the detection area setting unit 105 determines whether the destination of the switch is in the direction of rail 1 or rail R2 based on the depot number of the final point of the travel route of the railway vehicle RV in the travel route in the route information (see Figure 4), and sets either area A1 or A2 as one detection area.

[0048] When the detection area setting unit 105 receives a notification from the central device 200 that the driving route has been changed and the changed driving route, it sets the changed driving route and its surrounding area as the first detection area.

[0049] Returning to FIG. 3, the obstacle detection unit 106 detects an obstacle from the first detection area and the second detection area. Specifically, the obstacle detection unit 106 performs image analysis on the first detection area and the second detection area of ​​the captured image to detect an obstacle, and obtains the type, position, and distance to the detected obstacle based on the analysis result of the captured image and the distance image or the range information. For example, the type of obstacle may be another railroad vehicle in the first detection area or the second detection area, a person in the first detection area or the second detection area, etc., but is not limited to these. The position of the obstacle indicates whether the obstacle is present in the first detection area or the second detection area, in addition to the actual position of the obstacle.

[0050] Fig. 9 is an explanatory diagram showing an example of a case where a person is detected in the embodiment. In the example of Fig. 9, the obstacle detection unit 106 detects a person on a bicycle crossing the tracks as an obstacle within the first detection area 410.

[0051] Moreover, the obstacle detection unit 106 detects, as an obstacle, a stopping position target for indicating the stopping position of the railroad vehicle RV.

[0052] Fig. 10 is an explanatory diagram showing an example of a case where a stop position target is detected in the embodiment. In the example of Fig. 10, the obstacle detection unit 106 detects a car stop 801 as a stop position target as an obstacle in each of the first detection area 410 and the second detection area 420.

[0053] Note that the stopping position target may be a car stopper 801 that is fixedly installed as shown in the example of Fig. 10, or a sign that is temporarily set due to construction work or the like within the premises of a railroad depot. As a result, even if there is a travel-prohibited section where the railroad vehicle RV cannot travel due to temporary construction work, the obstacle detection unit 106 can detect the temporary stopping position target, thereby making it possible to automatically prevent the railroad vehicle RV from entering the travel-prohibited section.

[0054] Returning to Fig. 3, the control unit 107 executes a predetermined process based on the detection result of the obstacle by the obstacle detection unit 106. Specifically, the control unit 107 performs travel control such as deceleration or stopping of the railroad vehicle RV based on the type, position, and distance to the obstacle, and transmits information about the obstacle (i.e., type, position, distance to the obstacle, etc.) to the central unit 200. In this case, the control unit 107 may be configured to further transmit the surrounding situation to the central unit 200. This allows the central unit 200 to grasp the surrounding situation of the obstacle and to send more accurate instructions to the railroad vehicle RV.

[0055] When an obstacle is detected in the first detection area, the control unit 107 performs travel control to decelerate or stop the railroad vehicle RV. In this case, the control unit 107 can switch between stop control and deceleration control depending on the type of obstacle and the distance to the obstacle. For example, when the obstacle is a person moving at a location more than a certain distance away, the person will eventually move and deviate from the travel route, so the control unit 107 performs deceleration control of the railroad vehicle RV. In addition, when the obstacle is a person moving at a nearby location less than a certain distance away, or a person or object other than a person that is stopped regardless of the distance, the control unit 107 can perform stop control of the railroad vehicle RV. In such a case, the control unit 107 may be configured to further notify the central device 200.

[0056] In addition, the control unit 107 can vary the magnitude of the deceleration depending on the type of obstacle and the distance to the obstacle. For example, the control unit 107 can be configured to perform deceleration control such that the deceleration is reduced when the distance to the obstacle is a predetermined distance or more and is far away, and the deceleration is increased when the distance to the obstacle is less than the predetermined distance and is close, or the magnitude of the deceleration is inversely proportional to the distance to the obstacle.

[0057] Furthermore, when another stopped railroad vehicle RV is detected as an obstacle in a garage in a vehicle depot where the railroad vehicle RV should enter, in the first detection area, the control unit 107 performs travel control to stop the railroad vehicle in front of the other railroad vehicle. This enables parallel parking of the railroad vehicle RV.

[0058] In this case, the control unit 107 may be configured to stop the rail freight vehicle RV in front of the depot when the distance to the depot is equal to or greater than a certain distance, and to send a request to change the depot to be entered to the central device 200 when the distance to the depot is less than the certain distance.

[0059] When an obstacle is detected in the first detection area, the control unit 107 may transmit a travel route change request to the central device 200. For example, when a switch BG for switching the traveling direction of the railroad vehicle RV is present in the first detection area, the control unit 107 transmits a request to change the branch destination of the switch to the central device 200 as a travel route change request.

[0060] When an obstacle is detected in the second detection area, the control unit 107 transmits a notification that an obstacle has been detected in the second detection area and information about the obstacle (i.e., the type, position, distance to the obstacle, etc.) to the central unit 200 via the communication unit 104. This enables the central unit 200 to perform travel control of other rail vehicles RV on other travel routes.

[0061] Next, an obstacle detection process performed by the traveling obstacle detection device 100 according to this embodiment configured as above will be described.

[0062] 11 is a flowchart showing an example of a procedure of an obstacle detection process according to an embodiment. First, the image acquisition unit 101 acquires a captured image and a range image from the sensor 10 (S11). Next, the positioning unit 102 measures the current position of the railcar RV (S13). Then, the route information acquisition unit 103 acquires route information from the central device 200 (S15).

[0063] Next, the detection area setting unit 105 executes a process of setting a first detection area (S17). Next, the detection area setting unit 105 executes a process of setting a second detection area (S19). Then, the obstacle detection unit 106 and the control unit 107 execute an obstacle detection and control process (S21).

[0064] The control unit 107 determines whether a predetermined end condition is met (S23), and if not met (S23: No), the process returns to S11, and the processes from S11 to S21 are repeatedly executed. On the other hand, if the predetermined end condition is met (S23: Yes), the process ends.

[0065] Next, the first detection area setting process in S17 will be described. FIG. 12 is a flowchart illustrating an example of a procedure of the first detection area setting process according to the embodiment.

[0066] The detection area setting unit 105 analyzes the captured image acquired by the image acquisition unit 101 to detect rails (S31). Here, the detection area setting unit 105 determines that the rail that is in front of the detected rails is the travel path of the own railway vehicle RV.

[0067] Next, the detection area setting unit 105 refers to the own travel route data of the route information acquired by the route information acquisition unit 103 (S33). Then, it is determined whether or not there is a switch ahead (S35). If there is no switch ahead (S35: No), the detection area setting unit 105 sets a first detection area by setting a construction limit section and a surrounding area section for each set point on the own travel route (S39).

[0068] If a switch is present ahead in S35 (S35: Yes), as described above, the vehicle's own travel direction from the fork destination is determined from the image analysis or travel route data (S37). Then, the detection area setting unit 105 includes the travel direction determined in S37 in the vehicle's own travel route, and sets the structure limit section and the surrounding area section for each set point in the vehicle's own travel route to set a first detection area (S39).

[0069] Next, the second detection area setting process in S19 will be described. FIG. 13 is a flowchart illustrating an example of a procedure of the second detection area setting process according to the embodiment.

[0070] The detection area setting unit 105 analyzes the captured image acquired by the image acquisition unit 101 to detect rails and a specific area (S51). Here, the detection area setting unit 105 determines that among the detected rails, rails that exist other than in front are other travel routes. In addition, the specific area corresponds to, for example, a railroad crossing.

[0071] Next, the detection area setting unit 105 refers to the route data acquired by the route information acquisition unit 103 (S53). Next, the detection area setting unit 105 sets the structure limit section and the surrounding area section for each set point on the other travel route, and sets a second detection area including the specific area (S55). Then, the process returns to the caller.

[0072] Next, the obstacle detection and control process in S21 will be described. FIG. 14 is a flowchart illustrating an example of a procedure of the obstacle detection and control process according to the embodiment.

[0073] First, the obstacle detection unit 106 sets a reference plane in contact with the upper surface of the rail detected by the detection area setting unit 105 for the captured image (S61). This makes it possible to prevent an object that exists below the rail and is unlikely to become an obstacle from being detected as an obstacle.

[0074] Then, the obstacle detection unit 106 detects obstacles on the reference plane based on the distance image and the range information (S63). Here, the obstacle detection unit 106 first detects obstacle candidates, and detects obstacles from among the detected obstacle candidates based on the size, movement vector, etc. of the obstacle candidates.

[0075] Next, if an obstacle is detected in the first detection area (S65: Yes), the obstacle detection unit 106 executes a process according to the obstacle (S67). Details of the process according to the obstacle will be described later. On the other hand, if an obstacle is not detected in the first detection area but is detected in the second detection area (S65: No), the obstacle detection unit 106 notifies the central device 200 that an obstacle has been detected in the second detection area together with information about the obstacle (i.e., type, position, distance to the obstacle, etc.) (S69).

[0076] Then, the obstacle detection unit 106 judges whether the detection process has been completed (S71), and if not completed (S71: No), the process returns to S63, and the processes from S63 to S67 and S69 are repeatedly executed. If the detection process has been completed in S71 (S71: Yes), the process returns to the caller.

[0077] Next, the process in S67 in response to an obstacle will be described. FIG. 15 is a flowchart illustrating an example of a procedure of a process according to an obstacle according to the embodiment.

[0078] First, the control unit 107 judges whether or not the detected obstacle satisfies a predetermined condition (S81). Here, the predetermined condition may be, for example, that the obstacle is an object or a vehicle, but is not limited to these.

[0079] Then, when the obstacle does not satisfy the predetermined condition (S81: No), the control unit 107 controls the deceleration or stop of the railcar RV (S91), and the process returns to the caller.

[0080] On the other hand, if the obstacle satisfies the predetermined condition in S81 (S81: Yes), the control unit 107 judges whether or not a switch is present ahead in the captured image (S83). If no switch is present ahead (S83: No), the control unit 107 controls the railcar RV to decelerate or stop (S91), and the process returns to the caller.

[0081] On the other hand, if a switch is present ahead in S83 (S83: Yes), the control unit 107 transmits a request to change the switch's destination to the central unit 200 via the communication unit 104, together with the identification number of the switch present ahead (S85).

[0082] Next, the control unit 107 judges whether or not the changed driving route and the change notification have been received from the central unit 200 (S87). If the control unit 107 has not received the changed driving route and the change notification from the central unit 200 (S87: No), the control unit 107 enters a state of waiting for reception.

[0083] When the control unit 107 receives the changed driving route and the change notification from the central device 200 (S87: Yes), the detection area setting unit 105 sets the changed driving route and its surrounding area as the first detection area (S89). Then, the process returns to S19 in FIG.

[0084] As described above, in this embodiment, in the traveling obstacle detection device 100, the image acquisition unit 101 acquires captured images and distance images as monitoring information for the direction of travel of the railway vehicle RV, the positioning unit 102 measures the current position of the railway vehicle RV, the route information acquisition unit 103 acquires route information including traveling route data and track data for the railway vehicle RV from the central unit 200, the detection area setting unit 105 sets a first detection area which is the traveling route of the railway vehicle RV and the area surrounding the traveling route, and a second detection area which is an area other than the first detection area based on the captured images and distance images, the current position of the railway vehicle RV, and the route information, the obstacle detection unit 106 detects obstacles from the first detection area and the second detection area, and the control unit 107 executes processing for controlling the traveling of the railway vehicle and notifying the central unit 200 based on the obstacle detection results. Therefore, according to this embodiment, instead of detecting obstacles without distinguishing between areas in the entire captured image, it is possible to detect obstacles by distinguishing between the vehicle's own travel route and its surrounding area and other areas, and to perform appropriate control according to the obstacle for each detection area. Therefore, according to this embodiment, it is possible to efficiently detect obstacles on the travel route and smoothly deal with sudden travel interruptions, and effectively realize automatic operation of railway vehicles.

[0085] In particular, since many railroad vehicles pass through a railroad depot, this embodiment can effectively realize automatic operation of shunting within the railroad depot. Also, since many railroad vehicles pass through urban areas, this embodiment can effectively realize automatic operation of railroad vehicles.

[0086] For example, a communications-based train control system (CBTC) has been known for some time. This system is a signaling system that operates and controls railroad cars using communications between railroad cars and central equipment such as ground equipment, and enables a railroad car to automatically stop when it comes within a certain distance of the preceding car while traveling.

[0087] However, even if the distance between the own railroad vehicle and the preceding vehicle is equal to or greater than a certain distance, if there is an obstacle between them, the railroad vehicle will collide with the obstacle before stopping. In contrast, in this embodiment, even if the distance between the own railroad vehicle and the preceding vehicle is equal to or greater than a certain distance, the obstacle is detected in the first detection area, and appropriate measures are taken by controlling the traveling or notifying the central device 200. Therefore, according to this embodiment, obstacles on the traveling route can be efficiently detected, and sudden traveling obstacles can be smoothly dealt with, making it possible to effectively realize automatic driving of railroad vehicles.

[0088] In addition, in this embodiment, the detection area setting unit 105 of the traveling obstacle detection device 100 sets the travel path of the railway vehicle other than the railway vehicle and the surrounding area as the second detection area. More specifically, in this embodiment, the detection area setting unit 105 of the traveling obstacle detection device 100 sets the second travel path adjacent to the travel path of the railway vehicle RV and the surrounding area of ​​the second travel path as the second detection area. Therefore, according to this embodiment, the first detection area which is the travel path of the railway vehicle RV and its surrounding area and the second detection area which is the travel path of the railway vehicle other than the railway vehicle and its surrounding area are distinguished, and an obstacle is detected, and appropriate control can be performed according to the obstacle in each of the travel path of the railway vehicle RV and its surrounding area and the travel path of the other railway vehicle RV and its surrounding area. Therefore, according to this embodiment, an obstacle on the travel path can be efficiently detected, and sudden travel obstacles can be smoothly dealt with, and automatic driving of the railway vehicle can be more effectively realized.

[0089] In addition, in this embodiment, the detection area setting unit 105 of the traveling obstacle detection device 100 sets the railroad crossing and the area around the railroad crossing as the second detection area. Therefore, according to this embodiment, the first detection area, which is the traveling route of the vehicle and its surrounding area, and the second detection area, which includes the railroad crossing and its surrounding area, are distinguished, and an obstacle is detected, and appropriate control according to the obstacle in each area can be performed. Therefore, according to this embodiment, it is possible to efficiently detect obstacles at the railroad crossing and its surrounding area, and to smoothly deal with sudden traveling obstacles, and automatic operation of railway vehicles can be more effectively realized.

[0090] In this embodiment, when it is determined that a switch for switching the traveling direction of the railroad vehicle RV is present ahead on the traveling route, the detection area setting unit 105 of the traveling obstacle detection device 100 sets the route at the branch point as a first detection area based on the analysis results of the captured image and the distance image or the route information. Therefore, according to this embodiment, it is possible to efficiently detect obstacles on the traveling route at the branch point by the switch and its surroundings, and to smoothly deal with sudden traveling obstacles, thereby effectively realizing automatic driving of railroad vehicles.

[0091] In addition, in this embodiment, the detection area setting unit 105 of the traveling obstacle detection device 100 detects a stop position target for indicating a stop position of the railroad vehicle RV as an obstacle. Therefore, according to this embodiment, the stop position target can be efficiently detected and the railroad vehicle RV can be stopped in front of it, and automatic driving of the railroad vehicle can be more effectively realized.

[0092] In addition, in this embodiment, the control unit 107 of the traveling obstacle detection device 100 performs traveling control to decelerate or stop the railcar when an obstacle is detected in the first detection area. Therefore, according to this embodiment, it is possible to efficiently detect obstacles on the traveling route and in the vicinity thereof, and to stop or decelerate the railcar RV before the obstacle, thereby more effectively realizing automatic driving of the railcar.

[0093] In addition, in this embodiment, when another stopped railroad vehicle RV is detected as an obstacle in the first detection area in the garage where the railroad vehicle RV is to enter at the railyard, the control unit 107 of the travel obstacle detection device 100 performs travel control to stop the railroad vehicle RV in front of the other railroad vehicle RV. Therefore, according to this embodiment, two railroad vehicles RV can be parked in parallel, and automatic driving of the railroad vehicle can be more effectively realized.

[0094] In addition, in this embodiment, the control unit 107 of the traveling obstacle detection device 100 transmits a request to change the traveling route to the central unit when an obstacle is detected in the first detection area. Specifically, when a switch for switching the traveling direction of the railroad vehicle is present in the first detection area, the control unit 107 transmits a request to change the branch destination of the switch as a request to change the traveling route to the central unit 200. Therefore, according to this embodiment, when an obstacle is detected on the traveling route and its periphery, the traveling route can be changed by the central unit 200, and automatic operation of the railroad vehicle can be more effectively realized.

[0095] In addition, in this embodiment, when the detection area setting unit 105 of the traveling obstacle detection device 100 receives a notification that the traveling route has been changed and the changed traveling route from the central device 200, the detection area setting unit 105 sets the changed traveling route and its surrounding area as a first detection area. Therefore, according to this embodiment, even if the traveling route is changed, the first detection area can be quickly changed, so that obstacles on the traveling route and its surrounding area can be detected more efficiently, and automatic driving of railway vehicles can be more effectively realized.

[0096] Furthermore, in this embodiment, when an obstacle is detected in the second detection area, the control unit 107 of the traveling obstacle detection device 100 notifies the central unit 200 that an obstacle has been detected in the second detection area. Therefore, according to this embodiment, by efficiently detecting obstacles in areas other than the traveling route and its surroundings and entrusting control to the central unit 200, it is possible to smoothly deal with sudden traveling obstacles and more effectively realize automatic driving of railway vehicles.

[0097] In this embodiment, the distance image is acquired by the LiDAR of the sensor 10, but the LiDAR does not have to be implemented. In this case, the sensor 10 may be configured to include two cameras (two cameras on the left and right) spaced apart in the vehicle width direction of the railcar RV, and the image acquisition unit 101 may be configured to acquire two color images obtained by capturing images of the two cameras as distance images. That is, in this case, the image acquisition unit 101 uses one of the stereo images captured by the two cameras as the sensor 10 as a base image and the other as a reference image, and calculates the parallax between all pixels of the base image or pixels within a part of the effective area of ​​the base image and pixels of the reference image.

[0098] The image acquisition unit 101 may then use the following formula (1) to obtain a distance Z to an object represented by a pixel of the base image as a distance image: In the following formula (1), f represents the focal length of the two imaging units included in the sensor 10, B represents the distance between the two imaging units included in the sensor 10, and D represents the parallax D between the pixel of the base image and the pixel of the reference image. Z = f × B / D (1) In this case, the method for setting the detection area and detecting obstacles can be realized using the method described in JP 2019-84881 A.

[0099] The driving obstacle detection device 100 of this embodiment is equipped with a control device such as a CPU, a storage device such as a ROM and a RAM, an external storage device such as a HDD and a CD drive device, a display device such as a display device, and input devices such as a keyboard and a mouse, and has a hardware configuration that utilizes a normal computer.

[0100] An obstacle detection program executed by the traveling obstacle detection device 100 of this embodiment is provided in a state that it is pre-installed in a ROM or the like.

[0101] The obstacle detection program executed by the driving obstacle detection device 100 of this embodiment may be configured to be provided by being recorded on a computer-readable recording medium such as a CD-ROM, a flexible disk (FD), a CD-R, or a DVD (Digital Versatile Disk) in an installable or executable format.

[0102] Furthermore, the obstacle detection program executed by the traveling obstacle detection device 100 of this embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. Also, the obstacle detection program executed by the traveling obstacle detection device 100 of this embodiment may be provided or distributed via a network such as the Internet.

[0103] The obstacle detection program executed by the driving obstacle detection device 100 of this embodiment has a modular structure including each of the functional units mentioned above (image acquisition unit 101, positioning unit 102, route information acquisition unit 103, communication unit 104, detection area setting unit 105, obstacle detection unit 106, and control unit 107), and in terms of actual hardware, the CPU (processor) reads out the obstacle detection program from the ROM and executes it, thereby loading each of the above units onto the main memory device, and the image acquisition unit 101, positioning unit 102, route information acquisition unit 103, communication unit 104, detection area setting unit 105, obstacle detection unit 106, and control unit 107 are generated on the main memory device.

[0104] Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope and spirit of the invention, and are included in the scope of the invention and its equivalents described in the claims. [Explanation of symbols]

[0105] 10 Sensors 40 Display device 50 Antenna 70 Inertial Sensor 100 Driving obstacle detection device 101 Image acquisition unit 102 Positioning unit 103 Route information acquisition unit 104 Communications Department 105 Detection area setting unit 106 Obstacle detection unit 107 Control Unit 110 Storage section 200 Central unit 300 Garage 410 First detection area 420 Second Detection Area RV Rail Car R, R1, R2 rail BG Turnout

Claims

1. An obstacle detection device that is connected to a central device via a network and is mounted on a railway vehicle, an acquisition unit that acquires monitoring information of a traveling direction of the railway vehicle; a positioning unit for measuring a current position of the railway vehicle; a route information acquisition unit that acquires route information relating to a travel route and a track of the railway vehicle from the central device; a detection area setting unit that sets a first detection area, which is a travel route of the railway vehicle and an area around the travel route, and a second detection area, which is an area other than the first detection area, based on the monitoring information, the current position, and the route information; an obstacle detection unit that detects an obstacle from the first detection area and the second detection area; A control unit that executes a predetermined process based on the result of the detection of the obstacle; An obstacle detection device comprising:

2. The detection area setting unit sets a travel path of a railway vehicle other than the railway vehicle and a surrounding area as the second detection area. The obstacle detection device according to claim 1 .

3. the detection area setting unit sets a second travel route adjacent to the travel route of the rail vehicle and an area around the second travel route as the second detection area; The obstacle detection device according to claim 2 .

4. The detection area setting unit further sets a railroad crossing and an area around the railroad crossing as the second detection area. The obstacle detection device according to claim 2 .

5. when it is determined that a switch for switching the traveling direction of the railway vehicle is present ahead on the traveling route, the detection area setting unit sets a route to be a switch destination as the first detection area based on an analysis result of the monitoring information or the route information. The obstacle detection device according to claim 1 .

6. The obstacle detection unit detects, as the obstacle, a stop position target for indicating a stop position of the railway vehicle. The obstacle detection device according to claim 1 .

7. The control unit performs travel control to decelerate or stop the railcar when the obstacle is detected in the first detection area. The obstacle detection device according to claim 1 .

8. The obstacle detection unit detects another railroad vehicle in the first detection area, When the control unit detects the other railway vehicle that is stopped as the obstacle in a garage in a vehicle depot where the railway vehicle is to enter in the first detection area, the control unit performs travel control to stop the railway vehicle in front of the other railway vehicle. The obstacle detection device according to claim 1 .

9. The control unit transmits a request to change the travel route to the central device when the obstacle is detected in the first detection area. The obstacle detection device according to claim 1 .

10. The control unit further transmits, when a switch for switching a traveling direction of the railway vehicle is present in the first detection area, a request to change a destination of the switch as a request to change the traveling route to the central device. The obstacle detection device according to claim 9.

11. when receiving a notification that the travel route has been changed and the changed travel route from the central device, the detection area setting unit sets the changed travel route and a surrounding area thereof as the first detection area. The obstacle detection device according to claim 9.

12. When the obstacle is detected in the second detection area, the control unit notifies the central device that the obstacle has been detected in the second detection area. The obstacle detection device according to claim 1 .

13. An obstacle detection method executed by an obstacle detection device mounted on a railway vehicle and connected to a central device via a network, comprising: obtaining monitoring information of a direction of travel of the rail vehicle; determining a current position of the rail vehicle; acquiring route information relating to a travel route and a track of the rail vehicle from the central device; setting a first detection area, which is a travel route of the railway vehicle and an area around the travel route, and a second detection area, which is an area other than the first detection area, based on the monitoring information, the current position, and the route information; an obstacle detection unit that detects an obstacle from the first detection area and the second detection area; Executing a predetermined process based on the result of the detection of the obstacle; An obstacle detection method comprising:

14. A program to be executed by a computer of an obstacle detection device mounted on a railway vehicle and connected to a central device via a network, obtaining monitoring information of a direction of travel of the rail vehicle; determining a current position of the rail vehicle; acquiring route information relating to a travel route and a track of the rail vehicle from the central device; setting a first detection area, which is a travel route of the railway vehicle and an area around the travel route, and a second detection area, which is an area other than the first detection area, based on the monitoring information, the current position, and the route information; an obstacle detection unit that detects an obstacle from the first detection area and the second detection area; Executing a predetermined process based on the result of the detection of the obstacle; A program for causing the computer to execute the above.

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