Collision detection system

Abstract

This invention provides a collision detection system capable of detecting collisions that occur when an object collides with a moving train. [Solution] The system includes a microphone A installed at the front of the train 1, and a collision detection unit that determines whether an object is colliding with the moving train 1 based on the sound acquired by the microphone A.

Description

Technical Field

[0001] The present invention relates to a collision determination system.

Background Art

[0002] As a system related to train running control, for example, the one described in Patent Document 1 is already known. In this system, based on an image taken of the front of the train, the presence or absence of an obstacle in the monitoring area is determined. When it is determined that an obstacle is in the monitoring area, a braking command is output.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Patent Document 1 does not describe a configuration for detecting a collision of an object (for example, a person, a large animal, a small animal, a bird) with a train in motion.

[0005] An object of the present invention is to provide a collision determination system capable of detecting a collision of an object with a train in motion.

Means for Solving the Problems

[0006] A feature of the present invention is that it includes a microphone installed at the front of the train and a collision determination unit that determines a collision of an object with the train in motion based on the sound acquired by the microphone.

[0007] In this configuration, when an object collides with a moving train, the sound produced by the collision is captured by a microphone. Based on this sound, a collision is determined. This allows for collision detection.

[0008] Therefore, this configuration makes it possible to realize a collision detection system that can detect a collision when an object collides with a moving train.

[0009] Furthermore, the present invention includes a running control unit that controls the movement of the train, and the collision determination unit determines that an object has collided with the moving train when a collision sound indicating a collision of an object with the moving train and having a sound pressure equal to or greater than a predetermined determination threshold is acquired by the microphone, and the running control unit automatically stops the train if the sound pressure of the collision sound acquired by the microphone is equal to or greater than a predetermined stop threshold, and it is preferable that the stop threshold is higher than the determination threshold.

[0010] If the sound pressure of the collision is relatively low, it is likely that the train sustained little to no damage as a result of the collision. Therefore, it is not necessary to immediately stop the train in response to the collision.

[0011] Conversely, if the sound pressure of the collision is relatively high, it is possible that the train has sustained relatively significant damage as a result of the collision. Therefore, it is necessary to stop the train in response to the collision.

[0012] With this configuration, it is possible to realize a system that automatically stops the train if the sound pressure of the collision sound acquired by the microphone is relatively low, and automatically stops the train if the sound pressure of the collision sound acquired by the microphone is relatively high. This makes it possible to realize a collision detection system that can stop the train appropriately in response to a collision while avoiding situations in which the train is stopped unnecessarily.

[0013] Furthermore, in the present invention, it is preferable to have a plurality of microphones arranged at different positions from one another, and the train control unit automatically stops the train when at least one of the plurality of microphones acquires the collision sound with a sound pressure equal to or greater than the stop threshold.

[0014] This configuration allows for the acquisition of collision sounds over a wider area compared to a configuration with only one microphone. This makes it possible to more reliably detect collisions when an object collides with a moving train.

[0015] Furthermore, it is preferable that the present invention includes a threshold changing unit that changes at least one of the judgment threshold and the stop threshold according to the vehicle speed of the train.

[0016] When an object collides with a moving train, the sound pressure tends to be higher the higher the train's speed.

[0017] In this configuration, at least one of the judgment threshold and the stopping threshold is changed according to the train's speed. This makes it possible to realize a collision detection system that can appropriately change at least one of the judgment threshold and the stopping threshold according to the train's speed.

[0018] Furthermore, it is preferable that the present invention includes a threshold changing unit that changes at least one of the judgment threshold and the stop threshold according to the route section.

[0019] The prescribed speed and surrounding environmental conditions (for example, whether or not there are many wild animals) vary depending on the section of track the train is running on.

[0020] In this configuration, at least one of the judgment threshold and the stopping threshold is changed according to the driving section. This makes it possible to realize a collision detection system that can appropriately change at least one of the judgment threshold and the stopping threshold according to a specified vehicle speed, surrounding environment, etc.

[0021] Furthermore, in the present invention, it is preferable to include a specifying unit that specifies the collision location when the collision determination unit determines that the object has collided with the train in motion.

[0022] According to this configuration, it becomes possible to specify the collision location of the object (in other words, where the object collided on the train). As a result, the locations that require maintenance (or confirmation of damage caused by the collision of the object) become clear.

[0023] Furthermore, in the present invention, it is preferable that the specifying unit specifies the collision location based on whether the sound acquired by the microphone includes a sound in a predetermined frequency band.

[0024] When an object collides with a train in motion, the characteristics of the frequency band of the sound generated by the collision differ depending on the collision location.

[0025] Here, according to this configuration, the collision location of the object is specified based on whether the sound acquired by the microphone includes a sound in a predetermined frequency band. As a result, it becomes possible to accurately specify the collision location.

[0026] Furthermore, in the present invention, a plurality of the microphones are provided at different positions, and when the collision determination unit determines that the object has collided with the train in motion based on a collision sound, which is a sound indicating the collision of the object with the train in motion and has a sound pressure equal to or greater than a predetermined determination threshold value, being acquired by the microphone, the specifying unit preferably specifies the collision location based on which of the microphones acquired the collision sound.

[0027] According to this configuration, the collision location of the object is specified based on which microphone acquired the collision sound (a sound having a sound pressure equal to or greater than a predetermined determination threshold value). Therefore, for example, it becomes possible to accurately specify the collision location by estimating that the collision location is near the microphone that acquired the collision sound.

[0028] Furthermore, it is preferable that the present invention includes a collision location notification unit that notifies the collision location identified by the specified unit.

[0029] With this configuration, for example, notification of the point of collision with an object is sent to the maintenance personnel, allowing them to identify the collision location. This makes it easier for the personnel to perform maintenance work (or to check for damage caused by the object collision).

[0030] Furthermore, in the present invention, it is preferable that the system comprises a plurality of microphones arranged at different positions from each other, wherein the plurality of microphones include a first microphone and a second microphone, the first microphone having a directivity toward the front of the train, the second microphone having a directivity toward the upward of the train, and that the front of the train is provided with an upwardly opening window, with the second microphone positioned below the window.

[0031] With this configuration, the sound of an object colliding with a window can be detected by the second microphone, while the sound of an object colliding with a location other than the window can be detected by the first microphone.

[0032] In particular, if the sound of an object (such as a pigeon or other bird) hitting a window is detected, the object may bounce up from the window and collide with equipment on top of the train (such as a pantograph). Therefore, if the sound of an object hitting a window is detected by the second microphone, maintenance personnel can understand that maintenance on equipment on top of the train (or checking for damage caused by the object's collision) is necessary.

[0033] Furthermore, in the present invention, it is preferable to include an object collision notification unit that notifies the collision of an object when the collision determination unit determines that the object has collided with the train while it is in motion.

[0034] With this configuration, for example, notification of an object collision is sent to the maintenance personnel, allowing them to understand that maintenance work (or work to check for damage caused by the object collision) is necessary. [Brief explanation of the drawing]

[0035] [Figure 1] This is a block diagram showing the configuration of a train and a collision detection system. [Figure 2] This is a side view showing the configuration of the front section of the train. [Figure 3] This is a graph showing the judgment threshold, etc. [Figure 4] This is a flowchart of the collision detection flow. [Figure 5] This is a flowchart of the stop decision flow. [Figure 6] This is a flowchart of the microphone selection flow. [Figure 7] This is a flowchart of the collision location identification process. [Figure 8] This is a flowchart of the microphone identification flow in the first alternative embodiment. [Modes for carrying out the invention]

[0036] Embodiments for carrying out the present invention will be described with reference to the drawings.

[0037] [Train composition] As shown in Figure 1, train 1 is equipped with an operating unit 2, a running control unit 3, a drive unit 4, and a braking unit 5. The operating unit 2 is located in the driver's cab 10 shown in Figure 2. The operating unit 2 accepts manual operation by the train operator.

[0038] As shown in Figure 1, the operation unit 2 sends a signal corresponding to the received human operation to the running control unit 3. The running control unit 3 controls the drive unit 4 and the brake unit 5 according to the signal. The drive unit 4 is a device that drives (accelerates) the train 1 by controlling, for example, a motor (not shown) for running the train 1. The brake unit 5 is a device that brakes (decelerates) the train 1 by controlling, for example, a motor (not shown) for running the train 1. In this way, the running control unit 3 controls the movement of the train 1.

[0039] With the configuration described above, train 1 can be manually operated by human intervention on the control unit 2. However, the present invention is not limited to this. Train 1 may be capable of both manual and automatic operation, or only automatic operation, or only manual operation. When train 1 is operating automatically, for example, the running control unit 3 may acquire various information (for example, information indicating the speed and position of train 1) and automatically control the drive unit 4 and brake unit 5 based on that information.

[0040] Figure 2 shows the leading car 6 of train 1. The leading car 6 is located at the front (particularly the front end) of train 1. In this specification, the direction in which train 1 travels forward is referred to as "front," and the opposite direction is referred to as "rear." The aforementioned driver's cab 10 is located at the front end of the leading car 6.

[0041] The leading car 6 has a frame 7, a coupler cover 8, a snowplow 9, a bonnet 11, a driver's seat 12, and windows 13. The space in the leading car 6 is divided vertically by the horizontally positioned frame 7. Above the frame 7 are the driver's cab 10 and the passenger compartment (not shown). The space below the frame 7 is the space for equipment and other fittings. The top surface of the frame 7 is the floor.

[0042] The coupler cover 8 is a cover that covers the coupler (not shown) of the leading car 6. The obstacle deflector 9 is a device that removes obstacles on the tracks while the train 1 is in motion. The coupler cover 8 and the obstacle deflector 9 are installed at the front end of the leading car 6.

[0043] The hood 11 is located in front of the driver's seat 12. The hood 11 houses various equipment.

[0044] The driver's seat 12 is located behind the control unit 2 in the driver's cab 10. The driver can operate the control unit 2 while seated in the driver's seat 12.

[0045] Window 13 is located above the bonnet 11. Window 13 opens upwards. That is, a window 13 opening upwards is provided at the front of train 1. Window 13 is fitted with a flat pane of glass. The driver, while seated in the driver's seat 12, can see the outside of the leading car 6 (especially the front and top) through window 13.

[0046] Train 1 is equipped with a collision detection system S (see Figure 1) that determines whether an object will collide with train 1 while it is in motion. The collision detection system S will be described below.

[0047] [Configuration of the collision detection system] As shown in Figure 1, the collision detection system S is equipped with multiple microphones A capable of detecting (acquiring) sound. In this embodiment, three microphones A are provided: a first microphone 21, a second microphone 22, and a third microphone 23. That is, the multiple microphones A include the first microphone 21 and the second microphone 22. However, the present invention is not limited thereto. The number of microphones A provided may be one, two, or four or more.

[0048] As shown in Figure 2, the first microphone 21 is mounted on the front of the rear wall of the driver's cab 10. As shown in Figure 2, the detection range of the first microphone 21, the first range 31, extends forward. That is, the first microphone 21 has a directivity towards the front of the train 1.

[0049] As shown in Figure 2, the second microphone 22 is mounted on the upper surface of the bonnet 11. The second microphone 22 is positioned below the window 13. As shown in Figure 2, the detection range of the second microphone 22, the second range 32, extends upward. That is, the second microphone 22 has a directivity towards the upward direction of the train 1.

[0050] As shown in Figure 2, the third microphone 23 is mounted inside the hood 11. As shown in Figure 2, the detection range of the third microphone 23, the third range 33, extends forward.

[0051] As described above, the first microphone 21, the second microphone 22, and the third microphone 23 are all installed at the front of the leading vehicle 6 and are positioned at different locations from each other. In other words, the collision detection system S is equipped with microphone A installed at the front of train 1. Furthermore, the collision detection system S is equipped with multiple microphones A positioned at different locations from each other.

[0052] Furthermore, the aforementioned running control unit 3 is included in the collision detection system S. That is, the collision detection system S includes a running control unit 3 that controls the movement of train 1. The operating unit 2, drive unit 4, and brake unit 5 may or may not be included in the collision detection system S.

[0053] As shown in Figure 1, the collision detection system S includes a detection processing unit 24. In this embodiment, the detection processing unit 24 is located on the train 1. However, the present invention is not limited thereto. The detection processing unit 24 may also be located outside the train 1 (for example, on a ground device).

[0054] The sound (sound information) acquired by each microphone A is sent to the judgment processing unit 24. Based on the sound, the judgment processing unit 24 determines whether an object (e.g., a person, a large animal, a small animal, or a bird) has collided with the moving train 1. The judgment processing unit 24 also identifies the point of collision based on the sound. The following sections will describe in detail the collision determination and collision point identification.

[0055] [Collision detection] As shown in Figure 1, the determination processing unit 24 has a collision determination unit 25. The collision determination unit 25 determines whether an object has collided with the moving train 1 based on sound information sent to the determination processing unit 24 from each microphone A. More specifically, the collision determination unit 25 determines that an object has collided with the moving train 1 if a collision sound is acquired by at least one microphone A. Here, "collision sound" refers to a sound indicating a collision of an object with the moving train 1, and whose sound pressure is equal to or greater than a predetermined determination threshold 27 (see Figure 3).

[0056] In other words, the collision determination unit 25 determines that an object has collided with the moving train 1 if a collision sound indicating an object colliding with the moving train 1 is acquired by microphone A and the sound pressure is equal to or greater than a predetermined determination threshold 27.

[0057] While not particularly limited, in this embodiment, the collision determination system S is configured to determine a collision according to the collision determination flow shown in Figure 4. This collision determination flow will be described in detail below.

[0058] When the collision detection flow is initiated, the process in step S01 is executed first. In step S01, the detection processing unit 24 acquires sound information from each microphone A. After that, the process moves on to step S02.

[0059] Here, as shown in Figure 1, the collision detection system S includes a vehicle speed detection unit 50. The vehicle speed detection unit 50 detects the vehicle speed (current vehicle speed) of train 1. In step S02, the detection result from the vehicle speed detection unit 50 is sent to the judgment processing unit 24. The collision judgment unit 25 in the judgment processing unit 24 determines, based on the detection result (in other words, the vehicle speed of train 1), whether the vehicle speed of train 1 is equal to or greater than the lower speed threshold 29 (see Figure 3).

[0060] If the speed of train 1 is greater than or equal to the lower speed threshold of 29 (Yes in step S02), the process proceeds to step S03. If the speed of train 1 is less than the lower speed threshold of 29 (No in step S02), this collision detection flow ends.

[0061] In step S03, the collision determination unit 25 determines whether the acquired sound information is an "unrelated sound". An "unrelated sound" is a sound that has the characteristics of a sound that occurs independently of an object collision (in other words, a sound that normally occurs on train 1). There are no particular limitations, but unrelated sounds may be, for example, the operation sound of the control unit 2, the sound of the whistle, the voice of the train operator, etc. Also, the collision determination unit 25 may have the characteristics of multiple types of unrelated sounds stored (registered) in advance.

[0062] If the acquired sound information does not possess the characteristics of an unwanted sound (Yes in step S03), the process proceeds to step S04. If the acquired sound information does possess the characteristics of an unwanted sound (No in step S03), this collision detection flow terminates. Note that the method for determining whether or not the sound information possesses the predetermined characteristics is publicly known, so its explanation is omitted.

[0063] In step S04, the collision determination unit 25 determines whether the sound pressure of the sound indicated by the acquired sound information is equal to or greater than the background noise, and whether the sound occurred in a short period of time. "Background noise" refers to sounds other than the sound of objects colliding (for example, the sound of train 1 running). Also, "short period of time" is not particularly limited, but may be, for example, less than 1 second.

[0064] If the sound pressure of the sound indicated by the acquired sound information is greater than or equal to the background noise, and the sound occurred in a short period of time (Yes in step S04), the process proceeds to step S05. Otherwise (No in step S04), this collision detection flow ends.

[0065] In step S05, the collision detection unit 25 determines whether the sound pressure in a specific frequency band exceeds a threshold based on the acquired sound information. The collision detection unit 25 has pre-stored (registered) frequency bands as "specific frequency bands" in which it is expected that the sound pressure will be relatively high when objects collide. The threshold here can be set as appropriate and may match the judgment threshold 27, or it may be a different value from the judgment threshold 27.

[0066] If the sound pressure in a specific frequency band exceeds the threshold ("Yes" in step S05), the process proceeds to step S06. If the sound pressure in a specific frequency band does not exceed the threshold ("No" in step S05), this collision detection flow ends.

[0067] In step S06, the collision determination unit 25 determines whether the sound pressure of the sound indicated by the acquired sound information (especially the sound pressure in the specific frequency band mentioned above) is equal to or greater than the determination threshold 27. If the sound pressure is equal to or greater than the determination threshold 27 (Yes in step S06), the process proceeds to step S07. If the sound pressure is less than the determination threshold 27 (No in step S06), this collision determination flow ends.

[0068] In step S07, the collision detection unit 25 determines that a collision has been detected. After this, the collision detection flow terminates.

[0069] Thus, the collision detection system S includes a collision detection unit 25 that determines whether an object has collided with the moving train 1 based on the sound acquired by microphone A. However, as shown in Figure 4, if sound is acquired by microphone A and the result is determined to be "No" in any of steps S02 to S06, the collision detection unit 25 does not determine that a collision has been detected. In other words, the sound acquired by microphone A is determined not to be a collision sound.

[0070] [Determination of stopping] If the collision detection unit 25 determines that a collision has occurred (step S41 in Figure 5), the stop determination flow shown in Figure 5 is initiated, and the process moves to step S42. In step S42, the collision detection unit 25 determines whether the sound pressure (particularly the sound pressure in the specific frequency band) of the sound (collision sound) indicated by the acquired sound information is equal to or greater than the stop threshold 28 (see Figure 3). More specifically, the collision detection unit 25 determines whether a collision sound with a sound pressure (particularly the sound pressure in the specific frequency band) equal to or greater than the stop threshold 28 has been acquired by at least one of the multiple microphones A.

[0071] If the sound pressure is greater than or equal to the stop threshold of 28 (Yes in step S42), the process proceeds to step S43. If the sound pressure is less than the stop threshold of 28 (No in step S42), the process proceeds to step S44. As shown in Figure 3, the stop threshold 28 is higher than the judgment threshold 27.

[0072] Here, as shown in Figure 1, the collision detection system S includes an object collision notification unit 52. In step S43, the collision detection unit 25 sends a stop command to the running control unit 3 and also sends a first notification command to the object collision notification unit 52. Upon receiving the stop command, the running control unit 3 controls the brake device 5 to automatically stop the train 1.

[0073] Thus, the train control unit 3 automatically stops train 1 if the sound pressure of the collision sound acquired by microphone A is equal to or greater than a predetermined stop threshold 28. More specifically, the train control unit 3 automatically stops train 1 if a collision sound with a sound pressure equal to or greater than the stop threshold 28 is acquired by at least one of the multiple microphones A.

[0074] Furthermore, upon receiving the first notification command described above, the object collision notification unit 52 notifies the personnel that an object has collided with the train and that train 1 will automatically stop. The personnel to whom the object collision notification unit 52 makes the notification may be the train driver on board train 1, or personnel located outside train 1 (for example, at a station). The object collision notification unit 52 may be a notification device that makes notifications using light (for example, a lamp or image) or sound (for example, a voice message), or it may be a control device that controls a notification device located outside train 1.

[0075] After step S43, this stop determination flow ends.

[0076] In step S44, the collision detection unit 25 sends a second notification command to the object collision notification unit 52 without sending a stop command to the running control unit 3. In other words, in this case, the running control unit 3 does not automatically stop the train 1.

[0077] When the object collision notification unit 52 receives the above-mentioned second notification command, it notifies the personnel that an object has collided. At this time, the personnel to whom the object collision notification unit 52 notifies may be the train driver on board train 1, or personnel located outside train 1 (for example, at a station).

[0078] After step S44, this stop determination flow ends.

[0079] Furthermore, the object collision notification unit 52 may be configured such that the notification content when it receives a first notification command (step S43) is different from the notification content when it receives a second notification command (step S44). In other words, the object collision notification unit 52 may change the notification content depending on whether or not it is necessary to stop. For example, the object collision notification unit 52 may be configured to output the message "A collision has been detected, so we will stop" when it receives a first notification command, and to output the message "A collision has been detected. Please check the vehicle after stopping at the next station" when it receives a second notification command.

[0080] Thus, the collision detection system S includes an object collision notification unit 52 that notifies the system of an object collision when the collision detection unit 25 determines that an object has collided with the moving train 1.

[0081] [Microphone Selection] If a collision sound is detected by one or more microphones A (step S31 in Figure 6), the microphone selection flow shown in Figure 6 is initiated, and the process proceeds to step S32.

[0082] In step S32, the collision determination unit 25 determines whether or not a collision sound has been detected by all microphones A. If a collision sound is detected by all microphones A (Yes in step S32), the process proceeds to step S33. If no collision sound is detected by all microphones A (No in step S32), the process proceeds to step S34.

[0083] In step S33, the collision determination unit 25 decides to use the information detected by the first microphone 21 and the third microphone 23 (in other words, the acquired sound information) to determine whether a collision has occurred. The process then proceeds to step S35.

[0084] In step S34, the collision determination unit 25 determines whether a collision sound has been detected by both or one of the first microphone 21 and the third microphone 23. If a collision sound is detected by both or one of the first microphone 21 and the third microphone 23 (Yes in step S34), the process proceeds to step S35. If no collision sound is detected by either the first microphone 21 or the third microphone 23 (No in step S34), the process proceeds to step S39.

[0085] In step S35, the collision determination unit 25 determines whether, among the sound pressures of the sounds acquired by the first microphone 21 (particularly the sound pressures in the specific frequency band described above), only the sound pressure of the sound acquired by the first microphone 21 is equal to or greater than the stop threshold 28. If only the sound pressure of the sound acquired by the first microphone 21 is equal to or greater than the stop threshold 28 (Yes in step S35), the process proceeds to step S36. Otherwise (No in step S35), the process proceeds to step S37.

[0086] In step S36, the collision detection unit 25 decides to use the information detected by the first microphone 21 (in other words, the acquired sound information) for collision detection. After that, this microphone selection flow ends.

[0087] In step S37, the collision detection unit 25 determines whether the sound pressure of the sound acquired by the first microphone 21 is greater than the sound pressure of the sound acquired by the third microphone 23. At this time, it is particularly preferable to compare the sound pressures of the specific frequency bands mentioned above.

[0088] If the sound pressure of the sound acquired by the first microphone 21 is greater than the sound pressure of the sound acquired by the third microphone 23 (Yes in step S37), the process proceeds to step S36. Otherwise (No in step S37), the process proceeds to step S38.

[0089] In step S38, the collision detection unit 25 decides to use the information detected by the third microphone 23 (in other words, the acquired sound information) to determine the collision. After that, this microphone selection flow ends.

[0090] In step S39, the collision detection unit 25 decides to use the information detected by the second microphone 22 (in other words, the acquired sound information) to determine the collision. After that, this microphone selection flow ends.

[0091] [Changes to the judgment threshold and stop threshold] As shown in Figure 1, the collision detection system S includes a threshold changing unit 51. The threshold changing unit 51 acquires the detection results from the vehicle speed detection unit 50 over time. The threshold changing unit 51 changes the judgment threshold 27 and the stop threshold 28 over time according to the detection results (in other words, the vehicle speed of train 1).

[0092] As a result, as shown in Figure 3, the judgment threshold 27 and the stop threshold 28 change according to the speed of train 1. Although not particularly limited, in this embodiment, the higher the speed of train 1, the higher the judgment threshold 27 and the stop threshold 28.

[0093] Figure 3 shows the first detection region 41 and the second detection region 42. The first detection region 41 is the region where the speed of train 1 is 29 or higher than the lower speed threshold, the sound pressure is 27 or higher than the judgment threshold, and the sound pressure is less than the stop threshold 28. The second detection region 42 is the region where the speed of train 1 is 29 or higher than the lower speed threshold, and the sound pressure is 28 or higher than the stop threshold.

[0094] When an object collides with train 1 while it is in motion, if the speed of train 1 and the sound pressure of the collision sound acquired by microphone A fall within the first detection area 41, then the result is determined as "No" in step S42 of Figure 5 above, and only the object collision notification unit 52 will issue a notification.

[0095] In response to this, if the speed of train 1 and the sound pressure of the collision sound acquired by microphone A fall within the second detection area 42, then "Yes" is determined in step S42 of Figure 5 above, train 1 will automatically stop, and the object collision notification unit 52 will issue a notification.

[0096] However, the present invention is not limited thereto. The threshold changing unit 51 may be configured to change only one of the judgment threshold 27 and the stop threshold 28. That is, the collision judgment system S includes a threshold changing unit 51 that changes at least one of the judgment threshold 27 and the stop threshold 28 according to the speed of the train 1.

[0097] [Identifying the point of impact] As shown in Figure 1, the determination processing unit 24 has a identification unit 53. The identification unit 53 is configured to identify the collision point of an object based on sound information sent from each microphone A to the determination processing unit 24 when the collision determination unit 25 determines that an object has collided with the moving train 1.

[0098] In other words, the collision detection system S includes a collision detection unit 53 that identifies the collision location when the collision detection unit 25 determines that an object has collided with the moving train 1.

[0099] The identification unit 53 is configured to identify the collision location according to the collision location identification flow shown in Figure 7. This collision location identification flow will be described in detail below.

[0100] When the collision detection unit 25 determines that an object has collided with the moving train 1, the collision location identification flow is initiated. Once the collision location identification flow is initiated, the process in step S11 is executed first. In step S11, the identification unit 53 acquires sound information from microphone A, which detected (acquired) the collision sound. After that, the process moves on to step S12.

[0101] In step S12, the identification unit 53 determines whether the collision sound indicated by the sound information acquired in step S11 has the characteristics of a collision with a car body panel on train 1. This determination is made based on whether the collision sound contains sounds in a predetermined frequency band that are characteristic of a collision with a car body panel. The "car body panel" refers to the part of the car body other than the car body rib section described later, and is the outer panel of the car body.

[0102] If the collision sound has the characteristics of a collision with a vehicle body panel (Yes in step S12), the process proceeds to step S13. If the collision sound does not have the characteristics of a collision with a vehicle body panel (No in step S12), the process proceeds to step S14.

[0103] In step S13, the identification unit 53 identifies the collision with the vehicle body panel. After that, this collision location identification flow ends.

[0104] In step S14, the identification unit 53 determines whether the collision sound indicated by the sound information acquired in step S11 has the characteristics of a collision with the rib section of the train 1. This determination is made based on whether the collision sound contains sounds in a predetermined frequency band that are characteristic of a collision with the rib section of the train body. The "rib section of the train body" refers to the skeletal part of the train body.

[0105] If the collision sound has the characteristics of a collision with the vehicle body rib section (Yes in step S14), the process proceeds to step S15. If the collision sound does not have the characteristics of a collision with the vehicle body rib section (No in step S14), the process proceeds to step S16.

[0106] In step S15, the specific unit 53 identifies the collision with the vehicle body rib. After that, this collision location identification flow ends.

[0107] In step S16, the identification unit 53 determines whether the collision sound indicated by the sound information acquired in step S11 has the characteristics of a collision with the coupler cover 8. This determination is made based on whether the collision sound contains sounds in a predetermined frequency band that are characteristic of a collision with the coupler cover 8.

[0108] If the collision sound has the characteristics of a collision with the coupler cover 8 (Yes in step S16), the process proceeds to step S17. If the collision sound does not have the characteristics of a collision with the coupler cover 8 (No in step S16), the process proceeds to step S18.

[0109] In step S17, the identification unit 53 identifies the collision with the coupler cover 8. After that, this collision location identification flow ends.

[0110] In step S18, the identification unit 53 determines whether the collision sound indicated by the sound information acquired in step S11 has the characteristics of a collision with the obstacle deflector 9. This determination is made based on whether the collision sound contains sounds in a predetermined frequency band that are characteristic of a collision with the obstacle deflector 9.

[0111] If the collision sound has the characteristics of a collision with the obstacle deflector 9 (Yes in step S18), the process proceeds to step S19. If the collision sound does not have the characteristics of a collision with the obstacle deflector 9 (No in step S18), the process proceeds to step S20.

[0112] In step S19, the identification unit 53 identifies the collision with the obstacle deflector 9. After that, this collision location identification flow ends.

[0113] In step S20, the identification unit 53 determines whether the collision sound indicated by the sound information acquired in step S11 has the characteristics of a collision with the window 13 (glass). This determination is made based on whether the collision sound contains sounds in a predetermined frequency band that are characteristic of a collision with the window 13 (glass).

[0114] If the collision sound has the characteristics of a collision with window 13 (glass) (Yes in step S20), the process proceeds to step S21. If the collision sound does not have the characteristics of a collision with window 13 (glass) (No in step S20), the process proceeds to step S22.

[0115] In step S21, the identification unit 53 identifies the collision with the window 13 (glass). After that, this collision location identification flow ends.

[0116] In step S22, the identification unit 53 identifies a collision to an area other than the detection target area. After that, this collision location identification flow ends. The "detection target area" refers to an area of ​​the train 1 where it is particularly necessary to detect an object collision. Although not particularly limited, the detection target areas in this embodiment are the car body panel, car body rib, coupler cover 8, obstacle deflector 9, and window 13 (glass).

[0117] In this way, the identification unit 53 identifies the collision location based on whether or not the sound acquired by microphone A includes sounds in a predetermined frequency band.

[0118] As shown in Figure 1, the collision detection system S includes a collision location notification unit 54. When the above-described collision location identification flow is completed, the identification unit 53 sends the result of the collision location identification to the collision location notification unit 54. Based on the identification result, the collision location notification unit 54 notifies the personnel of the collision location identified by the identification unit 53. At this time, the personnel to whom the collision location notification unit 54 makes the notification may be the driver on board train 1, or personnel located outside train 1 (for example, at a station).

[0119] For example, if the identification unit 53 identifies a collision with a vehicle body panel, the collision location notification unit 54 notifies that the collision location of the object is a vehicle body panel.

[0120] Thus, the collision determination system S includes a collision location notification unit 54 that notifies the collision location identified by the identification unit 53.

[0121] According to the configuration described above, when an object collides with train 1 while it is in motion, the sound produced by the collision is acquired by microphone A. Based on this sound, a collision is determined. This makes it possible to detect a collision.

[0122] Therefore, according to the configuration described above, a collision detection system S capable of detecting a collision when an object collides with a moving train 1 can be realized.

[0123] Furthermore, the judgment processing unit 24, collision judgment unit 25, threshold change unit 51, object collision notification unit 52, identification unit 53, and collision location notification unit 54 may be physical devices such as microcomputers, or they may be functional units in software.

[0124] [First Alternative Embodiment] In the above embodiment, the first and second notification commands sent to the object collision notification unit 52 do not include information identifying the microphone A that detected the collision sound. However, the present invention is not limited thereto. Below, a first alternative embodiment of the present invention will be described, focusing on the differences from the above embodiment. The configuration other than the parts described below is the same as in the above embodiment. Also, the same reference numerals are used for the same components as in the above embodiment.

[0125] In the first alternative embodiment, if a collision sound is detected by one or more microphones A (step S31 in Figure 6 and step S51 in Figure 8), the microphone selection flow shown in Figure 6 is started, and the microphone identification flow shown in Figure 8 is started, and the process proceeds to step S52. The collision detection system S is configured to terminate the microphone selection flow shown in Figure 6 before the process of step S52 is executed. In other words, before the process of step S52 is executed, it is determined which microphone A's detected information (in other words, the acquired sound information) will be used for collision detection.

[0126] In step S52, it is determined whether or not a collision was detected by the sound information from the first microphone 21. In other words, it is determined whether or not the sound information from the first microphone 21 was used to determine the collision.

[0127] If a collision is detected by sound information from the first microphone 21 (Yes in step S52), the process proceeds to step S53. If a collision is detected by sound information from a microphone A other than the first microphone 21 (No in step S52), the process proceeds to step S54.

[0128] In step S53, the collision determination unit 25 determines whether the sound pressure (particularly the sound pressure in the specific frequency band mentioned above) of the sound (collision sound) indicated by the sound information acquired by the first microphone 21 is equal to or greater than the stop threshold 28 (see Figure 3).

[0129] If the sound pressure is greater than or equal to the stop threshold of 28 (Yes in step S53), the process proceeds to step S55. If the sound pressure is less than the stop threshold of 28 (No in step S53), the process proceeds to step S56.

[0130] In step S55, the collision detection unit 25 sends a stop command to the running control unit 3 and a first notification command to the object collision notification unit 52. Upon receiving the stop command, the running control unit 3 controls the brake device 5 to automatically stop the train 1.

[0131] Furthermore, this first notification command includes information indicating that the microphone A that detected the collision sound is the first microphone 21. Upon receiving the first notification command, the object collision notification unit 52 notifies the personnel that an object has collided, that train 1 will stop automatically, and that the microphone A that detected the collision sound is the first microphone 21. At this time, the personnel to whom the object collision notification unit 52 makes the notification may be the train driver on board train 1, or personnel located outside train 1 (for example, at a station).

[0132] After step S55, this microphone identification flow ends.

[0133] In step S56, the collision detection unit 25 sends a second notification command to the object collision notification unit 52 without sending a stop command to the running control unit 3. In other words, in this case, the running control unit 3 does not automatically stop the train 1.

[0134] Furthermore, this second notification command includes information indicating that the microphone A that detected the collision sound is the first microphone 21. Upon receiving the second notification command, the object collision notification unit 52 notifies the personnel that an object has collided and that the microphone A that detected the collision sound is the first microphone 21. At this time, the personnel to whom the object collision notification unit 52 makes the notification may be the train driver on board train 1, or personnel located outside train 1 (for example, at a station).

[0135] After step S56, this microphone identification flow ends.

[0136] In step S54, it is determined whether or not a collision was detected by the sound information from the third microphone 23. In other words, it is determined whether or not the sound information from the third microphone 23 was used to determine the collision.

[0137] If a collision is detected by sound information from the third microphone 23 (Yes in step S54), the process proceeds to step S57. If a collision is detected by sound information from microphone A other than the third microphone 23 (No in step S54), the process proceeds to step S58.

[0138] In step S57, the collision determination unit 25 determines whether the sound pressure (particularly the sound pressure in the specific frequency band mentioned above) of the sound (collision sound) indicated by the sound information acquired by the third microphone 23 is equal to or greater than the stop threshold 28 (see Figure 3).

[0139] If the sound pressure is greater than or equal to the stop threshold of 28 (Yes in step S57), the process proceeds to step S59. If the sound pressure is less than the stop threshold of 28 (No in step S57), the process proceeds to step S60.

[0140] The processing in step S59 is the same as the processing in step S55. However, the first notification command sent in step S59 includes information indicating that the microphone A that detected the collision sound is the third microphone 23. Upon receiving the first notification command, the object collision notification unit 52 notifies the staff that an object has collided, that train 1 will stop automatically, and that the microphone A that detected the collision sound is the third microphone 23. After step S59, this microphone identification flow ends.

[0141] The processing in step S60 is the same as the processing in step S56. However, the second notification command sent in step S60 includes information indicating that the microphone A that detected the collision sound is the third microphone 23. When the object collision notification unit 52 receives the second notification command, it notifies the operator that an object has collided and that the microphone A that detected the collision sound is the third microphone 23. After step S60, this microphone identification flow ends.

[0142] The processing in step S58 is the same as the processing in step S56. However, the second notification command sent in step S58 includes information indicating that the microphone A that detected the collision sound is the second microphone 22. When the object collision notification unit 52 receives the second notification command, it notifies the operator that an object has collided and that the microphone A that detected the collision sound is the second microphone 22. After step S58, this microphone identification flow ends.

[0143] Furthermore, in this first alternative embodiment, the identification unit 53 may be configured to identify the collision location based on which microphone A acquired the collision sound. For example, in this first alternative embodiment, the first notification command and the second notification command include information to identify the microphone A that detected the collision sound. Therefore, the identification unit 53 may be configured to acquire this information and to identify a more detailed collision location by combining this information with the identification result obtained by the collision location identification flow shown in Figure 7.

[0144] [Other Embodiments] (1) The threshold changing unit 51 may be configured to change at least one of the judgment threshold 27 and the stop threshold 28 according to the track on which train 1 is currently traveling. That is, the collision judgment system S may include a threshold changing unit 51 that changes at least one of the judgment threshold 27 and the stop threshold 28 according to the track on which it is traveling.

[0145] (2) The running control unit 3 may be configured so as not to be able to automatically stop the train 1. Alternatively, the running control unit 3 may be configured to indirectly control (not directly control) the running of the train 1 (drive unit 4 and brake unit 5). For example, the train 1 may be equipped with a control device that directly controls the drive unit 4 and brake unit 5, and the running control unit 3 may be configured to output information for controlling the running of the train 1 to the control device. In that case, for example, the running control unit 3 may be configured to output information for automatically stopping the train 1 to the control device when a collision sound with a sound pressure of 28 or higher is acquired by at least one of the multiple microphones A. Upon receiving this information, the control device will automatically stop the train 1. Outputting information for automatically stopping the train 1 in this way is a concrete example of "automatically stopping" according to the present invention. Furthermore, the running control unit 3 does not have to be included in the collision judgment system S.

[0146] (3) The running control unit 3 may be configured to automatically stop train 1 only when a collision sound with a sound pressure of 28 or higher is acquired by all of the microphones A. In other words, the running control unit 3 may be configured not to automatically stop train 1 if a collision sound with a sound pressure of 28 or higher is acquired by only some of the microphones A.

[0147] (4) The judgment threshold 27 and the stop threshold 28 may be constant regardless of the speed of train 1.

[0148] (5) The specific section 53 does not need to be provided.

[0149] (6) Train 1 may be a Shinkansen (bullet train) or a conventional line train. If train 1 is a Shinkansen, it is preferable that each microphone A is installed inside an airtight compartment. For example, in the configuration shown in Figure 2, each microphone A is installed inside an airtight compartment. However, the present invention is not limited to this. The installation location of each microphone A does not have to be inside an airtight compartment. Also, there does not have to be an airtight compartment inside train 1 (e.g., a conventional line train).

[0150] Furthermore, the configurations disclosed in the above-described embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with configurations disclosed in other embodiments, as long as no inconsistencies arise. In addition, the embodiments disclosed herein are illustrative, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the object of the present invention. [Industrial applicability]

[0151] This invention can be used in collision detection systems. [Explanation of Symbols]

[0152] 1: Train 3: Driving control unit 13: Window 21: Microphone No. 1 22: Second microphone 25: Collision determination section 27: Judgment threshold 28: Stop threshold 51: Threshold change section 52: Object Collision Notification Unit 53: Specific part 54: Collision location notification unit A: Mike S: Collision detection system

Claims

1. A microphone installed at the front of the train, A collision detection system comprising: a collision detection unit that determines whether an object is colliding with a moving train based on sound acquired by the aforementioned microphone.

2. The train includes a running control unit that controls the movement of the aforementioned train, The collision determination unit determines that an object has collided with the moving train when the microphone acquires a collision sound that indicates the object collided with the moving train and whose sound pressure is above a predetermined determination threshold. The aforementioned train control unit automatically stops the train if the sound pressure of the collision sound acquired by the microphone is above a predetermined stopping threshold. The collision determination system according to claim 1, wherein the stop threshold is higher than the determination threshold.

3. The system comprises multiple microphones arranged at different positions from each other, The collision determination system according to claim 2, wherein the running control unit automatically stops the train when the collision sound is acquired by at least one of the plurality of microphones with a sound pressure equal to or greater than the stop threshold.

4. The collision determination system according to claim 2, further comprising a threshold changing unit that changes at least one of the judgment threshold and the stop threshold according to the vehicle speed of the train.

5. The collision determination system according to claim 2, further comprising a threshold changing unit that changes at least one of the judgment threshold and the stop threshold according to the travel section.

6. The collision determination system according to claim 1, further comprising a collision determination unit for identifying the collision location when the collision determination unit determines that the object has collided with the train while it is in motion.

7. The collision determination system according to claim 6, wherein the identifying unit identifies the collision location based on whether or not the sound acquired by the microphone includes sound in a predetermined frequency band.

8. The system comprises multiple microphones arranged at different positions from each other, The collision determination unit determines that an object has collided with the moving train when the microphone acquires a collision sound that indicates the object collided with the moving train and whose sound pressure is above a predetermined determination threshold. The collision determination system according to claim 6, wherein the identifying unit identifies the collision location based on which microphone acquired the collision sound.

9. The collision determination system according to claim 6, further comprising a collision location notification unit that notifies the collision location identified by the specified unit.

10. The system comprises multiple microphones arranged at different positions from each other, The aforementioned plurality of microphones include a first microphone and a second microphone, The first microphone has a directivity towards the front of the train, The second microphone has a directivity directed upwards towards the train. The front of the aforementioned train is provided with a window that opens upwards. The collision detection system according to claim 1, wherein the second microphone is positioned below the window.

11. A collision determination system according to any one of claims 1 to 10, further comprising an object collision notification unit that notifies the collision of an object when the collision determination unit determines that the object has collided with the train while it is in motion.

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