Railroad crossing monitoring device

Abstract

To realize monitoring of a railroad crossing barrier for carrying out various maintenance and inspection items with simple equipment at low cost compared to when each maintenance and inspection item is carried out separately and independently.SOLUTION: A railroad crossing monitoring device 1 detects the individual timings of the start of rising, completion of rising, start of lowering, and completion of lowering of a barrier 15 for each of railroad crossing gates 13 installed at the railroad crossing from a railroad crossing image taken from above a railroad crossing 11, and based on the individual detected timings, determines whether or not the detected individual timings comply with the transition operation sequence criteria that define the transition order for opening and closing the railroad crossing 11.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a railroad crossing monitoring device. [Background technology]

[0002] Maintenance and inspection items for railroad crossing gates installed at railroad crossings include whether the order of opening and closing operations and the time required for each operation are appropriate, and whether the gate rod is broken. One known technique for performing such maintenance and inspections is to calculate the time it takes for the gate rod to rise and fall based on a measurement of the current in a power line that supplies driving power to an electric motor that raises and lowers the gate rod (see, for example, Patent Document 1). Another known technique is to detect broken gate rods by detecting yellow markers alternating with black or red markers alternating with white on the gate rods from photographed images of the crossing (see, for example, Patent Document 2). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-75146 [Patent Document 2] Japanese Patent Publication No. 2023-041173 Summary of the Invention [Problem to be solved by the invention]

[0004] As described above, various techniques for performing maintenance and inspection of railroad crossing gates are known. However, there are various types of maintenance and inspection items, and performing each of them separately and independently leads to an increase in the required equipment and labor. For this reason, there has been a demand for monitoring railroad crossing gates for various maintenance and inspections using simple equipment at as low a cost as possible.

[0005] The problem that this invention aims to solve is to monitor railroad crossing gates for carrying out various maintenance and inspection items at low cost and with simpler equipment than when each maintenance and inspection item is carried out separately and independently. [Means for solving the problem]

[0006] The first invention to solve the above problem is: individual timing detection means (for example, the individual timing detection unit 202 in FIG. 10 ) for detecting the individual timings of the start of lifting, the completion of lifting, the start of lowering, and the completion of lowering of each of the crossing barriers installed at the crossing from a crossing image taken from above the crossing; a judgment means (for example, the judgment unit 204 in FIG. 10 ) for judging whether the detected individual timings conform to a transition operation sequence standard that defines the transition order for opening and closing the level crossing; This is a railroad crossing monitoring device equipped with the above.

[0007] According to the first invention, monitoring of railroad crossing gates for carrying out various maintenance and inspection items can be achieved with simple equipment and at low cost compared to when each maintenance and inspection item is carried out separately and independently. In other words, for each railroad crossing gate installed at a railroad crossing, the individual timings for the start and completion of the raising and lowering of the barrier are detected, and from the detected individual timings, a determination is made as to whether the transition order for opening and closing the railroad crossing is appropriate, based on railroad crossing images taken from a bird's-eye view of the crossing. Therefore, this can be achieved with simple and low-cost equipment.

[0008] The second invention is the above-mentioned invention, The transition operation sequence standard further defines a barrier rod lifting time and a barrier rod lowering time as transition operation time standards, the determination means calculates a barrier lifting time and a barrier lowering time of the barrier bars of each of the railroad crossing gates and determines whether or not they match the transition operation time. It is a railroad crossing monitoring device.

[0009] According to the second aspect of the present invention, it is possible to determine whether the gate bar raising time and gate bar lowering time for opening and closing a railroad crossing are appropriate.

[0010] The third invention is the above-mentioned invention, The transition operation sequence standard defines, as the transition order, an order of opening start, opening completion, interruption start, and interruption completion, The determination means a transition timing determination means (for example, the transition timing determination unit 206 in FIG. 10 ) that determines transition timings regarding opening start, opening completion, blocking start, and blocking completion based on the detected individual timings; and determining whether the determined transition timing is compatible with the transition order. It is a railroad crossing monitoring device.

[0011] According to the third invention, it is possible to determine whether the transition timing regarding the start and completion of the opening and closing of the railroad crossing, determined based on the individual timing of the detected barrier bars of each railroad crossing barrier, is appropriate.

[0012] A fourth aspect of the present invention is the above-mentioned invention, a train arrival detection means (for example, the train passage detection unit 212 in FIG. 10) for detecting the arrival of a train based on the railroad crossing image; an obstacle detection means (for example, the obstacle detection unit 214 in FIG. 10) that determines whether or not an obstacle is present at the level crossing based on the level crossing images taken during the period from when the barrier starts as determined by the transition timing determination means until when the train arrival detection means detects an obstacle; The railroad crossing monitoring device further comprises:

[0013] According to the fourth aspect of the present invention, it is possible to determine whether or not an obstacle exists at the railroad crossing during the period from when the railroad crossing barrier completes blocking the road until the train arrives.

[0014] The fifth invention is the above-mentioned invention, a reference image setting means (for example, the reference image setting unit 208 in FIG. 10) for setting a reference image based on the railroad crossing image captured at a given photographing timing between the completion of blocking and the start of opening as determined by the transition timing determination means; A lowering state suitability determination means (for example, the lowering state suitability determination unit 210 in FIG. 10) that determines whether the barrier bar shown in the crossing image at the time of completion of descent is suitable based on the reference image; The railroad crossing monitoring device further comprises:

[0015] According to the fifth aspect of the present invention, it is possible to determine whether the barrier is in an appropriate state when its descent is complete. Because the reference image is a crossing image taken between the completion of full barrier closure and the start of opening, the barrier shown in the reference image can be considered to be in an appropriate state when its descent is complete. Therefore, by comparing the barrier shown in the crossing image at the time when the barrier is fully descent with the barrier image shown in the reference image, it is possible to determine whether the barrier is approximately horizontal and not broken when its descent is complete, and is in an appropriate state (normal) (inappropriate state).

[0016] The sixth invention is the above-mentioned invention, a train arrival detection means (for example, the train passage detection unit 212 in FIG. 10) for detecting the arrival of a train based on the railroad crossing image; Further provided with the determining means determines whether or not a time period from the completion of the blocking to the detection by the train arrival detecting means satisfies a predetermined allowable time condition. It is a railroad crossing monitoring device.

[0017] According to the sixth aspect of the present invention, it is possible to determine whether the time from when the crossing is completely closed to when the train arrives is appropriate.

[0018] The seventh invention is the above-mentioned invention, a train passage detection means (for example, the train passage detection unit 212 in FIG. 10) for detecting the passage of a train based on the railroad crossing image; Further provided with the reference image setting means sets the reference image based on the railroad crossing image taken at a timing after the train passage detection means has detected the railroad crossing and before the start of opening is determined as the photographing timing. It is a railroad crossing monitoring device.

[0019] According to the seventh aspect of the present invention, a railroad crossing image captured after a train has passed but before the barrier begins to open can be used as the reference image. This image is captured when the barrier of the railroad crossing gate is lowered and there are no other obstacles, such as a train or vehicles or people, present on the crossing. This makes it possible to improve the accuracy of determining whether the barrier is appropriate when it has finished lowering, based on the reference image.

[0020] The eighth invention is the above-mentioned invention, the reference image setting means sets and updates the reference image every time the photographing timing arrives; It is a railroad crossing monitoring device.

[0021] Normally, railroad crossings are outdoor environments where sunlight, weather, etc. can change from moment to moment, so the brightness, etc. of the captured image can vary depending on the timing of the image, even for the same railroad crossing. For this reason, by setting and updating the reference image each time the timing for capturing an image arrives, as in the eighth invention, it becomes possible to accurately determine whether the barrier bar is appropriate when it has finished descending, based on the reference image.

[0022] A ninth aspect of the present invention is the above-mentioned invention, When a predetermined unsuitable environmental condition based on the railroad crossing image is satisfied, control is performed to stop the functions of the individual timing detection means and the determination means. It is a railroad crossing monitoring device.

[0023] According to the ninth aspect of the present invention, for example, by setting the conditions of the captured image when the accuracy of detecting individual timings may be reduced due to the swinging of the barrier during strong winds, etc., as unsuitable environmental conditions, when such unsuitable environmental conditions are met, the detection of individual timings and the determination of whether they comply with the transition operation sequence criteria can be stopped. [Brief explanation of the drawings]

[0024] [Figure 1] An example of the application of a railroad crossing monitoring device. [Figure 2] An example of a transition operation sequence standard for a railroad crossing barrier. [Figure 3] An example of a railroad crossing image. [Figure 4] An example of a railroad crossing image. [Figure 5] An example of a railroad crossing image. [Figure 6] An example of a railroad crossing image. [Figure 7] An example of a railroad crossing image. [Figure 8] An example of a railroad crossing image. [Figure 9] An example of a railroad crossing image. [Figure 10] An example of the functional configuration of a railroad crossing monitoring device. [Figure 11] 10 is an example of detected individual timing data. [Figure 12] 10 shows an example of transition operation sequence reference data. [Figure 13] 10 is an example of transition operation time reference data. [Figure 14] An example of a railroad crossing image. DETAILED DESCRIPTION OF THE INVENTION

[0025] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Note that the forms to which the present invention can be applied are not limited to the following embodiments. In addition, in the description of the drawings, the same elements are given the same reference numerals.

[0026] FIG. 1 is a diagram illustrating an application example of a railroad crossing monitoring device according to this embodiment. FIG. 1 is a schematic top view of a railroad crossing 11 on which a railroad crossing gate 13 is installed. The road that intersects with the tracks at the railroad crossing 11 is a two-way road, and a total of four railroad crossing gates 13 (13A to 13D) are provided: two railroad crossing gates 13 (13A, 13B) that block the side where vehicles enter the crossing 11, and two railroad crossing gates 13 (13C, 13D) that block the side where vehicles exit the crossing 11. The railroad crossing gates 13 are controlled to block and open access to the railroad crossing 11 from the road in accordance with the passage of a train. That is, when a train approaches the crossing 11, the crossing gate 13 lowers its barrier 15 to block access to the crossing 11, and then, after the train has passed, raises the barrier 15 to open the crossing 11 so that access to the crossing 11 is permitted. This operation is repeated.

[0027] In addition, a camera (photographing device) 3 is installed near the railroad crossing 11 to capture an overhead view of the railroad crossing 11. The camera 3 has a fixed photographing position, photographing direction, and angle of view so that all of the barrier bars 15 of the railroad crossing barriers 13 (13A to 13D) installed at the railroad crossing 11 are captured in the captured image. It is not necessary for all of the barrier bars 15 to be captured in their entirety at all times, regardless of whether they are raised or lowered; partial capture of some barrier bars 15 is acceptable. Therefore, it is preferable that all of the barrier bars 15 are always captured in the captured image, regardless of whether they are raised or lowered. By setting and installing the camera 3 in this manner, monitoring can be achieved with a single camera 3. Therefore, when monitoring is achieved with multiple cameras 3, the cameras 3 can be set and installed so that all of the barrier bars 15 are always captured in the captured image of any one of the cameras 3.

[0028] The railroad crossing monitoring device 1 is communicatively connected to the camera 3 via a communication network N, and monitors the railroad crossing gate 13 based on the railroad crossing image captured by the camera 3. In monitoring the railroad crossing gate 13, the railroad crossing monitoring device 1 determines whether the transition order and transition operation time of the operations related to opening and closing the railroad crossing 11 conform to predetermined transition operation sequence standards.

[0029] Specifically, the gate bar 15 captured in the crossing image is detected, and from changes in its position, the timings of the start and completion of the raising and lowering movements of the gate bar 15 (hereinafter referred to as "individual timings" as appropriate) are detected. Furthermore, the movement of the gate bar 15 of the crossing gate 13 is a predetermined constant raising and lowering movement. Therefore, the position of the gate bar 15 in the crossing image falls within a known constant range. For this reason, for each crossing image captured by the camera 3 at a predetermined frame rate, the gate bar 15 captured in the crossing image can be detected, and from changes in its position over time, the movement of the gate bar 15 (raising and lowering movements) and the start and completion timings of that movement can be determined.

[0030] In this embodiment, the detection of the barrier 15 in the railroad crossing image is performed not by detecting the barrier 15 itself in the railroad crossing image, but by obtaining a difference image between the railroad crossing image and a railroad crossing image at a predetermined timing (for example, the immediately preceding frame) (hereinafter referred to as a "comparison image" as appropriate), and detecting the barrier 15 in that difference image. This is because in this embodiment, the start and completion timings of the operation (raising and lowering operations) of the barrier 15 are detected.

[0031] In other words, for example, when a railroad crossing image from the immediately preceding frame is used as a comparison image and a difference image is obtained from the comparison image, if the gate bar 15 is stopped, the positions of the gate bar 15 in the crossing image and the comparison image will be approximately the same, so the gate bar 15 will not appear in the difference image and will not be detected. On the other hand, if the gate bar 15 is operating, the positions of the gate bar 15 in the crossing image and the comparison image will be different, so the gate bar 15 will appear at each position in the corresponding difference image and these gate bars 15 will be detected. The gate bar 15 is a rod-shaped body of a predetermined length and is colored alternating yellow and black. Therefore, by detecting its characteristic shape and color, the gate bar 15 in the difference image can be detected. In this way, it is possible to determine whether the gate bar 15 is operating or stopped depending on whether or not it appears in the difference image.

[0032] Then, based on the detection results of the barrier 15 based on the railroad crossing images of each successive frame in time series, it is possible to detect 1) whether the barrier 15 is operating or not, 2) if it is operating, whether it is an up or down operation from the direction of change in position shown in the difference image, and 3) individual timings such as the start and completion timings of that operation.A plurality of (four) barriers 13 are installed on the railroad crossing 11, and the railroad crossing monitoring device 1 detects the barrier 15 for each barrier 13 and detects its individual timing.

[0033] FIG. 2 is a diagram showing an example of a transition operation sequence standard for the railroad crossing gate 13. The transition operation sequence standard is a transition operation sequence that serves as the standard for monitoring the railroad crossing gate 13 by the railroad crossing monitoring device 1, and is used when the railroad crossing gate 13 is "normal." In FIG. 2, the flow of the transition operation sequence standard is shown in the center, and on the left side is a comparison image used to obtain a difference image from the railroad crossing image, and on the right side is shown the transition operation time obtained from the individual timing of the gate bar 15 detected based on the railroad crossing image. Also, FIGS. 3 to 9 are examples of railroad crossing images during the transition operation sequence of the railroad crossing gate 13.

[0034] First, it is assumed that the barrier bars 15 of all the crossing gates 13 are lowered and stopped, and the crossing has been closed (step S1). At this time, the crossing monitoring device 1 detects a train passing through the crossing 11 by obtaining a difference image using a reference image as a comparison image.

[0035] As shown in an example in FIG. 4, the reference image is a railroad crossing image in which the crossing has been closed, i.e., the barrier bars 15 of all crossing gates 13 are lowered and stopped, and there are no other obstacles, such as trains, vehicles, or people, within the crossing 11. From the difference image with this reference image, it is possible to detect objects moving within the crossing 11, i.e., the arrival and passing of a train within the crossing 11. Since the train is visible in the crossing image while passing through the crossing 11, the difference image between the crossing image and the reference image, in which the train is not visible, will show the same train as the train visible in the crossing image. Since the position, size, outline, etc. of the train visible in the crossing image are known, it is possible to detect the arrival and passing of the train at the crossing 11 and its traveling direction from the detection results based on the crossing images of each successive frame. Note that since all crossing gates 13 are closed and not operating, the barrier bars 15 are not visible in the difference image and are therefore not detected.

[0036] 3 is an example of an image of a railroad crossing 11 in which a train is passing through the crossing. In FIG. 3, a train 5 traveling from the front to the back as seen from the camera 3 is captured.

[0037] When the arrival of a train at the railroad crossing 11 is detected (step S2), the detection of obstacles in the railroad crossing 11 that was started in the immediately preceding transition operation sequence (more specifically, step S12) is terminated (step S3).

[0038] Here, the time from the timing at which the crossing is completely blocked (fully blocked) to the timing at which the arrival of the train at the crossing 11 is detected is the train arrival time T4.

[0039] Next, when the train passes through the railroad crossing 11 (step S4), the railroad crossing monitoring device 1 generates and updates a new reference image (step S5).

[0040] Figure 4 is an example of a railroad crossing image immediately after a train has passed the railroad crossing 11. As shown in Figure 4, immediately after the train has passed, the barriers 15 of all railroad crossing gates 13 have lowered and the crossing is complete (fully blocked), and there are no trains or obstacles within the railroad crossing 11. The railroad crossing image in this state is updated and set as a new reference image.

[0041] In the outdoor environment where the railroad crossing 11 is located, sunlight, weather, etc. change from moment to moment, so the brightness value of an image of the same subject can vary depending on the timing of the image capture. For this reason, the accuracy of detecting trains and barriers 15 can be improved by updating and resetting the railroad crossing image captured between the time the train passes and the start of the opening of the railroad crossing 11 as a new reference image each time a train passes.

[0042] When the reference image is updated, the railroad crossing monitoring device 1 obtains a difference image between the railroad crossing image and the updated reference image. When the crossing is fully closed, the barrier 15 is visible in the railroad crossing image, but because the barrier 15 is stopped, it is not visible in the difference image and is not detected.

[0043] When the opening of the level crossing 11 (level crossing opening) begins (step S7), the barrier 15 of the level crossing gate 13 starts to rise, and the barrier 15 appears in the difference image between the level crossing image and the reference image. The level crossing monitoring device 1 detects the timing at which the barrier 15 shown in the difference image begins to be detected as the timing at which the barrier 15 starts to rise. After detecting the timing at which the barrier 15 starts to rise, the level crossing monitoring device 1 detects the barrier 15 so that it follows the barrier 15 as it rises by obtaining a difference image (inter-frame difference image) using the level crossing image of the immediately preceding frame as the comparison image instead of the reference image. This is because the movement (rising and lowering movement) of the barrier 15 is at a substantially constant speed, and therefore the movement of the barrier 15 can be accurately detected by obtaining a difference image with respect to the level crossing image of the immediately preceding frame.

[0044] After that, when the level crossing 11 is opened (level crossing opening) (step S9), the lifting operation of the barrier bars 15 of the level crossing gate 13 stops, and the barrier bars 15 are no longer visible in the differential image between the level crossing image and the reference image. Figure 5 shows an example of a level crossing image after the level crossing has been opened. The level crossing monitoring device 1 detects the timing at which the barrier bars 15 visible in the differential image are no longer detected as the timing at which the lifting of that barrier bar 15 has completed. The time from when each barrier bar 15 starts to rise until when it completes is the barrier bar lifting time.

[0045] Next, as a train approaches the level crossing 11, the level crossing 11 begins to close (level crossing blocking). That is, of all the level crossing gates 13, the gate 15 of the gate 13 on the vehicle's approach side begins to lower, and one-sided blocking begins (step S11). Figure 6 shows an example of a level crossing image after the start of one-sided blocking. That is, as the gate bars 15A, 15B of the gates 13A, 13B on the vehicle's approach side begin to lower, the gate bars 15A, 15B appear in the difference image between the level crossing image and the reference image. The level crossing monitoring device 1 detects the timing at which the gate bars 15A, 15B appearing in the difference image begin to be detected as the timing at which the gate bars 15A, 15B begin to lower.

[0046] Also, together with the start of the one-side closure, obstacle detection is started to determine whether or not there is an obstacle in the crossing 11 (step S12). The start of the one-side closure also marks the start of the crossing closure (also called the start of the alarm), so it can also be said that obstacle detection starts together with the start of the crossing closure (or the start of the alarm).

[0047] Obstacle detection is performed by obtaining a difference image between the railroad crossing image and a reference image. The reference image is an image of a railroad crossing in a state where there are no trains, vehicles, people, or other obstacles on the railroad crossing 11, as shown in an example in FIG. 4. Therefore, it is possible to detect whether or not an obstacle is present on the railroad crossing 11 from the difference image between the railroad crossing image and the reference image. If an object is captured in the difference image, it is possible to determine (detect) the presence of an obstacle. In this case, since the settings of the camera 3 are fixed, it is preferable to determine a range of the railroad crossing image corresponding to the railroad crossing 11 that does not include the barrier 15 so as not to detect the barrier 15 lowering / raising, and to obtain the difference portion between the reference image and the railroad crossing image within this range as the difference image for obstacle detection.

[0048] The detection period for obstacle detection is all or part of the period from the start of a partial block (crossing block) (step S11) to the detection of a train's arrival at the crossing 11 (step S2). The time from the start of a partial block to the completion of a full block is approximately constant (known). Therefore, taking into consideration the time required to notify the train, the detection period can be determined, for example, to be from the start of a partial block to a predetermined time after the partial block has started. Also, the start of the detection period may not be the start of the partial block, but may be a predetermined short time after the start of the partial block, or may be the completion of a full block. Furthermore, if the predicted time of the train's arrival at the crossing 11 can be obtained, the end of the detection period may be dynamically determined by counting back from that predicted arrival time. If the obstacle detection determines that an obstacle is present, this information is notified to an external central device or to a train approaching the crossing 11.

[0049] When the single-side crossing is completed (step S13), the lowering operation of the barrier bars 15A, 15B of the crossing gates 13A, 13B on the vehicle entry side stops, and the barrier bars 15A, 15B are no longer visible in the differential image between the crossing image and the reference image. Figure 7 shows an example of the crossing image after the single-side crossing is completed. The crossing monitoring device 1 detects the timing at which the barrier bars 15A, 15B visible in the differential image are no longer detected as the timing at which the barrier bars 15A, 15B have completed their descent. The time from when the descent of each barrier bar 15A, 15B begins to when the descent is completed is the barrier bar descent time.

[0050] Furthermore, the railroad crossing monitoring device 1 determines the appropriateness of the gate bars 15 at the completion of descent, as seen in the railroad crossing image, based on the reference image. Specifically, for gate bars 15A, 15B that have completed their descent, the appropriateness of the gate bars 15A, 15B at the completion of descent as seen in the railroad crossing image is determined based on whether the gate bars 15A, 15B seen in the railroad crossing image that detected the timing at which the gate bars 15A, 15B completed their descent substantially matches the gate bars 15A, 15B seen in the reference image. For example, a difference image between the railroad crossing image and the reference image is obtained. If the gate bar 15 is not seen in the difference image, the position and shape of the gate bar 15 seen in each image substantially match, and it can be determined that the gate bar 15 was substantially horizontal when lowered and was in an appropriate state (normal) with no breakage or other damage to the gate bar 15. On the other hand, if the barrier rod 15 is visible in the differential image, the position and shape of the barrier rod 15 in each image will not be approximately the same, so based on the position and shape, it can be determined that the barrier rod 15 is in an inappropriate state (abnormal), such as not being approximately horizontal when lowered or being broken.

[0051] Next, full blocking begins (step S15). Figure 8 shows an example of a railroad crossing image after full blocking begins. That is, as the lowering operation of the barrier bars 15C, 15D of the railroad crossing barriers 13C, 13D on the vehicle's approaching side begins, the barrier bars 15C, 15D appear in the differential image between the railroad crossing image and the reference image. The railroad crossing monitoring device 1 detects the timing at which the barrier bars 15C, 15D appearing in the differential image begin to be detected as the timing at which the barrier bars 15C, 15D begin to lower.

[0052] When full blocking is completed (step S17), the lowering operation of the barrier bar of the crossing barrier 13 on the vehicle's approach side stops, and the barrier bar is no longer visible in the differential image between the crossing image and the reference image. Figure 9 shows an example of a crossing image after full blocking (crossing blocking) is completed. The crossing monitoring device 1 detects the timing at which the barrier bar 15 visible in the differential image is no longer detected as the timing at which the barrier bar 15 has completed its descent. The time from when each barrier bar 15 starts to descent until when it has completed its descent is the barrier bar descent time.

[0053] Furthermore, even after full blocking is complete, the crossing monitoring device 1 determines whether the gate bars 15 shown in the crossing image at the time of completion of descent are appropriate, based on the reference image, just as it does after partial blocking is complete. In other words, for gate bars 15C, 15D whose descent operation has been completed, the appropriateness of the positions of gate bars 15C, 15D shown in the crossing image at the time of completion of descent is determined based on whether the positions of gate bars 15C, 15D shown in the crossing image at the time of completion of descent of gate bars 15C, 15D approximately match the positions of gate bars 15C, 15D shown in the reference image. When full blocking is complete, the crossing is closed and the state changes to step S1.

[0054] Fig. 10 is a block diagram showing an example of the functional configuration of the railroad crossing monitoring device 1. As shown in Fig. 10, the railroad crossing monitoring device 1 includes an operation unit 102, a display unit 104, a sound output unit 106, a communication unit 108, a processing unit 200, and a storage unit 300, and is configured as a type of computer system.

[0055] The operation unit 102 is realized by an input device such as a button switch or a touch panel, and outputs an operation signal corresponding to the operation performed to the processing unit 200. The display unit 104 is realized by a display device such as an LCD (Liquid Crystal Display) or a touch panel, or a lamp, and performs various displays corresponding to display signals from the processing unit 200. The sound output unit 106 is realized by an alarm device such as a speaker, and outputs various sounds corresponding to sound signals from the processing unit 200. The communication unit 108 is realized by a wireless or wired communication device, and communicates with external devices such as the camera 3 and a central device (not shown) via a communication network N.

[0056] The processing unit 200 is realized by an arithmetic device such as a CPU (Central Processing Unit), and based on the programs and data stored in the memory unit 300, issues instructions and transfers data to each unit that makes up the railroad crossing monitoring device 1, thereby performing overall control of the railroad crossing monitoring device 1. In addition, by executing the railroad crossing monitoring program 302 stored in the memory unit 300, the processing unit 200 functions as each of the functional blocks: an individual timing detection unit 202, a judgment unit 204, a reference image setting unit 208, a descent state suitability determination unit 210, a train passage detection unit 212, and an obstacle detection unit 214.

[0057] The individual timing detection unit 202 detects the individual timings of the start of rising, completion of rising, start of lowering, and completion of lowering of the barrier 15 for each of the crossing gates 13 installed on the crossing 11 from a crossing image taken from above the crossing 11.

[0058] Specifically, a difference image between the railroad crossing image and the comparison image is obtained, and each barrier 15 that appears in the difference image is detected to detect the individual timings of the start of rising, completion of rising, start of lowering, and end of lowering of that barrier 15. For example, from the completion of the crossing (full barrier) being closed (all barriers 15 having been lowered) to the start of the crossing opening (all barriers 15 having started to rise), the reference image set by the reference image setting unit 208 is used as the comparison image, and from the start of the crossing opening to the completion of the crossing being closed, the railroad crossing image of the immediately preceding frame is used as the comparison image.

[0059] The detected individual timings are stored as detected individual timing data 315. Fig. 11 is a diagram showing an example of the detected individual timing data 315. As shown in Fig. 11, the detected individual timing data 315 stores each of the latest individual timings detected for each gate bar 15 in association with each other. The individual timings are the photographing times of the railroad crossing image at which the timings were detected.

[0060] Based on the detected individual timings, the judgment unit 204 judges whether the detected individual timings conform to the transition operation sequence criteria, which define the transition order for opening and closing the level crossing 11. The transition operation sequence criteria further define the barrier lift time and barrier lower time as criteria for transition operation time. The judgment unit 204 calculates the barrier lift time and barrier lower time for each barrier of the level crossing gates 13 and judges whether the calculated transition operation time conforms to the transition operation time. The judgment unit 204 also judges whether the train arrival time, which is the time from the timing when all barriers are fully blocked until the train passage detection unit 212 detects the arrival of a train, satisfies the specified allowable time condition defined as the criteria for transition operation time.

[0061] The determination unit 204 also has a transition timing determination unit 206. The transition operation sequence standard defines the order of transition as opening start, opening completion, blocking start, and blocking completion. More specifically, in the case of this embodiment, the order is defined as opening start, opening completion, one-sided blocking start, one-sided blocking completion, full blocking start, and full blocking completion. The transition timing determination unit 206 determines the transition timing of opening start, opening completion, one-sided blocking start, one-sided blocking completion, full blocking start, and full blocking completion based on the detected individual timing. The determination unit 204 determines whether the transition timing determined by the transition timing determination unit 206 conforms to the transition order.

[0062] Specifically, the transition timings for opening and closing the level crossing 11 corresponding to the individual timings of each detected barrier 15 are determined, and it is then determined whether the determined transition timings conform to the transition order defined in the transition operation sequence standard (see Figure 2). That is, the transition timings are determined as the start timing of the crossing opening when all barriers 15 have started to rise, the completion timing of the crossing opening when all barriers 15 have completed rising, the start timing of a partial crossing when the barrier 15 on the vehicle entry side has started to fall, the completion timing of a partial crossing when the barrier 15 on the vehicle entry side has completed falling, the start timing of a full crossing when the barrier 15 on the vehicle exit side has started to fall, and the completion timing of a full crossing when the barrier 15 on the vehicle exit side has completed falling.

[0063] The transition operation sequence standard is defined as transition operation sequence standard data 311. Fig. 12 is a diagram showing an example of the transition operation sequence standard data 311. According to Fig. 12, the transition operation sequence standard data 311 defines, in association with the transition order, the transition operations relating to the opening and closing of the railroad crossing 11 and the transition timing, which is the operation of the barrier bars 15. The determination unit 204 determines the transition operation performed from the detected individual timing of each barrier bar 15, and determines whether the determined order of the transition operations is the defined transition order.

[0064] The determination unit 204 also calculates the transition operation time for opening and closing the railroad crossing 11, and determines whether the calculated transition operation time complies with the transition operation time standard defined in the transition operation sequence standard (see FIG. 2). That is, as the transition operation time, the time from the lift start timing to the lift completion timing for each of the barrier bars 15 of each railroad crossing gate 13 is calculated as the barrier bar lift time, the time from the lowering start timing to the lowering completion timing for each of the barrier bars 15 of each railroad crossing gate 13 is calculated as the barrier bar lowering time, and the time from the crossing opening completion timing (the lift completion timing of all barrier bars 15) to the single-side blocking start timing (the barrier bar 15 on the vehicle entrance side starts to lower) is calculated as the opening time T1. The time from the start of the partial blocking to the completion (completion of lowering of the barrier 15 on the vehicle entry side) is calculated as the partial blocking required time T2, the time from the start of the full blocking (start of lowering of the barrier 15 on the vehicle exit side) to the completion (completion of lowering of the barrier 15 on the vehicle exit side) is calculated as the full blocking required time T3, and the time from the completion of the crossing blocking (full blocking) to the time the train reaches the crossing 11 according to the train passage detection unit 212 is calculated as the train arrival time T4.

[0065] The transition operation time standard is defined as transition operation time standard data 312. Fig. 13 is a diagram showing an example of the transition operation time standard data 312. According to Fig. 13, the transition operation time standard data 312 defines the transition operation related to opening and closing the railroad crossing 11 in association with the transition operation time standard. In the example of Fig. 13, the transition operation time standard is defined as a time range. If the calculated transition operation time is within the time range defined as the transition operation time standard, the judgment unit 204 judges that the calculated transition operation time conforms to the transition operation time standard.

[0066] The judgment results made by the judgment unit 204, such as whether the transition timing for opening and closing the railroad crossing 11 conforms to the transition order defined in the transition operation sequence standard, and whether the transition operation time conforms to the transition operation time standard, are stored in the judgment result data 316.

[0067] The reference image setting unit 208 sets the reference image based on a railroad crossing image taken at a given photographing timing between the completion of full barrier blocking and the start of opening, as determined by the transition timing determination unit 206. For example, the reference image is set based on a railroad crossing image taken at a photographing timing after the train passing detection unit 212 detects the passing of a train and before the start of opening is determined. In addition, the reference image is set and updated each time the photographing timing arrives.

[0068] Specifically, a railroad crossing image taken between the completion of crossing closure (full closure) and the start of crossing opening, when there are no trains, other vehicles, people or other obstacles on the crossing 11, is set as the reference image. For example, the image is taken after a train has passed through the crossing 11 and before the crossing starts to open. In addition, since the crossing barrier 13 operates to repeatedly close and open the crossing in accordance with the passage of trains onto the crossing 11, the reference image is updated and set each time a train passes. The set reference image is updated and stored as reference image data 314.

[0069] The descending state suitability determining unit 210 determines whether the barrier bar 15 shown in the crossing image is suitable when the descent is complete, based on the reference image.

[0070] Specifically, for each barrier bar, the appropriateness of the barrier bar 15 captured in the barrier image upon completion of descent is determined based on whether the barrier bar 15 captured in the barrier image in which the completion of descent of the barrier bar 15 is detected substantially matches the barrier bar 15 captured in the reference image. For example, a difference image between the barrier image and the reference image is obtained, and if the barrier bar 15 is not captured in the difference image, it can be determined that the barrier bar 15 captured in each image substantially matches, that the barrier bar 15 is substantially horizontal, and that the barrier bar 15 is in an appropriate state with no breakage, etc. On the other hand, if the barrier bar 15 is captured in the difference image, the barrier bar 15 captured in each image does not substantially match, so it can be determined based on the position and shape of the captured images that the barrier bar 15 is not substantially horizontal when lowered, that the barrier bar 15 is broken, or that the barrier bar 15 is in an inappropriate state (abnormal). Fig. 14 shows an example of a railroad crossing image in which the barrier bar 15 is broken. In Fig. 14, barrier bars 15B and 15C are broken.

[0071] The result of the judgment by the lowering state suitability judgment unit 210 as to whether the barrier bar 15 is suitable when the lowering is completed is stored as part of the judgment result data 316.

[0072] The train passage detection unit 212 detects the arrival and passage of a train based on the railroad crossing image.

[0073] Specifically, after the crossing has been completely closed (fully closed), a difference image between the crossing image and the reference image is obtained, and the arrival and passing of a train is detected by detecting the train that appears in the difference image. The reference image is a crossing image in which the barriers of all crossing gates 13 are lowered and stopped, and there are no other obstacles, such as trains, vehicles, or people, within the crossing 11. Therefore, if a train is passing through the crossing 11, the train will appear in the crossing image, and the difference image between the crossing image and the reference image will show the same train as in the crossing image. Because the position, size, outline, etc. of the train that appears in the crossing image are known, the arrival and passing of the train at the crossing 11 and the running direction can be detected from the detection results based on the crossing images of each successive frame.

[0074] The obstacle detection unit 214 determines whether or not an obstacle exists at the railroad crossing 11 based on railroad crossing images taken between the start of the barrier determined by the transition timing determination unit 206 and the detection of the arrival of a train by the train passage detection unit 212.

[0075] Specifically, this is done by obtaining a difference image between a railroad crossing image at a predetermined detection timing and a reference image. The reference image is a railroad crossing image in a state where there are no trains, vehicles, people, or other obstacles on the railroad crossing 11, as shown in an example in FIG. 4. Therefore, it is possible to detect whether or not an obstacle is present on the railroad crossing 11 from the difference image between the railroad crossing image and the reference image. If an object is captured in the difference image, it is possible to determine (detect) the presence of an obstacle. Since the settings of the camera 3 are fixed, it is preferable to determine a range of the railroad crossing image corresponding to the railroad crossing 11 that does not include the barrier 15 so as not to detect the barrier 15 lowering / raising, and to obtain the difference portion between the reference image and the railroad crossing image within this range as the difference image for obstacle detection.

[0076] The detection period for obstacle detection is all or part of the period from the start of a single-side closure (crossing closure) to the detection of a train's arrival at the crossing 11. The time from the start of a single-side closure to the completion of a full closure is approximately constant (known). Therefore, taking into consideration the time required to notify the train, the detection period can be set, for example, from the start of a single-side closure to a predetermined time after the lapse of time. If it is determined that an obstacle is present, this is notified via the communication unit 108 to an external central device and a train approaching the crossing 11.

[0077] The memory unit 300 is realized by a storage device such as a hard disk, ROM (Read Only Memory), RAM (Random Access Memory), etc., and stores programs, data, etc. that the processing unit 200 uses to comprehensively control the railroad crossing monitoring device 1, and is also used as a working area for the processing unit 200, where calculation results, etc. executed by the processing unit 200 in accordance with various programs are temporarily stored. In this embodiment, a railroad crossing monitoring program 302 and railroad crossing monitoring data 310 are stored.

[0078] The crossing monitoring data 310 is generated for each crossing to be monitored, and stores transition operation sequence reference data 311, transition operation time reference data 312, crossing image data group 313, reference image data 314, detection individual timing data 315, and judgment result data 316 in association with a crossing ID that identifies the corresponding crossing 11.

[0079] [Action and effect] As described above, according to this embodiment, monitoring of railroad crossing gates 13 for carrying out various maintenance and inspection items can be achieved with simple equipment and at low cost compared to when each maintenance and inspection item is carried out separately and independently. In other words, for each railroad crossing gate 13 installed at the railroad crossing 11, the individual timings for the start and completion of the raising and lowering of the barrier 15 are detected, and from the detected individual timings, a determination is made as to whether the transition order for opening and closing the railroad crossing 11 is appropriate, based on railroad crossing images taken from a bird's-eye view of the railroad crossing 11. This makes it possible to achieve this with simple, low-cost equipment.

[0080] [Variations] It should be noted that the applicable embodiments of the present invention are not limited to the above-described embodiments, and can be modified as appropriate without departing from the spirit of the present invention.

[0081] (A) Number of crossing gates In the above embodiment, an example was given in which a road intersecting the tracks is a two-way road and is relatively wide, so a total of four crossing gates 13 (13A to 13D) are provided at one crossing: two crossing gates 13 (13A, 13B) that block the vehicle entrance side of the crossing 11, and two crossing gates 13 (13C, 13D) that block the vehicle exit side.

[0082] On the other hand, in cases where the road intersecting the tracks is, for example, a relatively narrow road used only by pedestrians, bicycles, and motorcycles, a total of two crossing gates 13 may be installed, one on each side of the intersection with the tracks. In this case, the above-described embodiment can also be applied. For example, in this case, the two crossing gates 13 are controlled to simultaneously lower and raise the barrier bars 15, and therefore the transition operation sequence standard for the crossing gates is determined to be in the order of opening start, opening completion, blocking start, and blocking completion.

[0083] (B) Suspension of Judgment When certain unsuitable environmental conditions based on the captured image are met, the following functions may be stopped: 1) the function of the individual timing detection unit 202 that detects the individual timings of the start of rising, completion of rising, start of lowering, and completion of lowering of the barrier 15 for each of the crossing gates 13 installed on the crossing 11 from the crossing image, and b) the function of the judgment unit 204 that determines whether the detected individual timings comply with the transition operation sequence criteria that define the transition order for opening and closing the crossing 11.

[0084] Because the railroad crossing 11 is usually an outdoor environment, in strong winds the swinging of the barrier 15 can reduce the accuracy of detection based on the railroad crossing image. When such unsuitable environmental conditions are met, which are conditions unsuitable for detecting the barrier 15 due to the outdoor environment, the system will not detect the individual timings that are the timings for the start and completion of the operation (raising and lowering) of the barrier 15, and will not determine whether the individual timings meet the transition operation sequence criteria. For example, if a tree or the like that may sway in the wind is captured near the railroad crossing 11, the tree or the like can be identified in advance as a specific object that sways in the wind, and it can be determined whether the unsuitable environmental conditions are met based on whether the swinging of the specific object is detected in the difference image between the railroad crossing image and the comparison image. [Explanation of symbols]

[0085] 1. Railroad crossing monitoring device 200...Processing section 202... Individual timing detection unit 204...judgment department 206...Transition timing determination unit 208...Reference image setting unit 210...Descending state suitability determination unit 212...Train passage detection unit 214...Obstacle detection unit 300...Storage section 302...Railroad crossing monitoring program 310...Crossing monitoring data 3...Camera (photography device) 5...Train 11...Railroad crossing 13...Railroad crossing gate 15...Barrier

Claims

1. individual timing detection means for detecting the individual timings of the start of ascent, completion of ascent, start of descent, and completion of descent of each of the crossing barriers installed at the crossing from a crossing image taken from above the crossing; a determination means for determining whether the detected individual timings conform to a transition operation sequence standard that defines the order of transitions related to opening and closing the level crossing; and A railroad crossing monitoring device equipped with:

2. The transition operation sequence standard further defines a barrier rod lifting time and a barrier rod lowering time as transition operation time standards, the determination means calculates a barrier lifting time and a barrier lowering time of the barrier bars of each of the railroad crossing gates and determines whether or not they match the transition operation time. A railroad crossing monitoring device according to claim 1.

3. The transition operation sequence standard defines, as the transition order, an order of opening start, opening completion, interruption start, and interruption completion, The determination means transition timing determination means for determining transition timings relating to opening start, opening completion, blocking start, and blocking completion based on the detected individual timings; and determining whether the determined transition timing is compatible with the transition order. A railroad crossing monitoring device according to claim 1.

4. a train arrival detection means for detecting an arrival of a train based on the railroad crossing image; an obstacle detection means for determining whether or not an obstacle is present at the level crossing based on the level crossing images taken during the period from when the barrier starts as determined by the transition timing determination means until when the train arrival detection means detects an obstacle; The railroad crossing monitoring device according to claim 3, further comprising:

5. a reference image setting means for setting a reference image based on the railroad crossing image captured at a given photographing timing between the completion of blocking and the start of opening, as determined by the transition timing determination means; a lowering state suitability determination means for determining whether the barrier bar shown in the crossing image is suitable at the time of completion of descent based on the reference image; The railroad crossing monitoring device according to claim 3, further comprising:

6. a train arrival detection means for detecting the arrival of a train based on the railroad crossing image; Further provided with the determining means determines whether or not a time period from the completion of the blocking to the detection by the train arrival detecting means satisfies a predetermined allowable time condition. A railroad crossing monitoring device according to claim 3.

7. a train passage detection means for detecting the passage of a train based on the railroad crossing image; Further provided with the reference image setting means sets the reference image based on the railroad crossing image taken at a timing after the train passage detection means has detected the railroad crossing and before the start of opening is determined as the photographing timing. A railroad crossing monitoring device according to claim 5.

8. the reference image setting means sets and updates the reference image every time the photographing timing arrives; A railroad crossing monitoring device according to claim 7.

9. 2. A railroad crossing monitoring device according to claim 1, wherein when a predetermined unsuitable environmental condition based on the railroad crossing image is met, control is performed to stop the functions of the individual timing detection means and the judgment means.

Images