Monitoring system, monitoring method, and monitoring program

Abstract

This invention provides a monitoring system, monitoring method, and monitoring program that enable proper monitoring of the platform edge even when trains are boarding or alighting. [Solution] The monitoring system 10 includes a state determination unit 113 that determines the presence or absence and running status of trains on the platform of a railway station, and a detection area setting unit 114 that sets a first detection area that targets the entire edge of the platform when no train is stopped on the platform, and sets a second detection area that targets the portion of the edge of the platform excluding the area facing the train's vehicle doors when a train is stopped on the platform.

Description

Technical Field

[0001] The present invention relates to a technology for monitoring a platform of a railway station.

Background Art

[0002] Conventionally, in a railway station, in order to prevent the occurrence of contact accidents between railway users and trains, a detection sensor (such as a laser sensor) is installed above the platform, and when a person (such as a railway user) at the tip of the platform (platform end) is detected, a system for reporting to relevant personnel (such as a dispatcher, station staff, conductor, driver, etc.) has been proposed (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When a train arrives at a station, railway users board and alight, so it is necessary to temporarily stop monitoring the platform end so that the detection sensor does not erroneously detect railway users (boarding and alighting passengers). For this reason, for example, when a railway user passes through the platform end during boarding and alighting, or when the luggage, wheelchair, baby stroller, etc. of a railway user is in a place close to the platform end, it is impossible to detect the railway user, etc., and a dangerous state continues until the monitoring of the platform end is resumed, or when a railway user, etc. is detected after the monitoring of the platform end is resumed, there is a problem that the notification to relevant personnel is delayed.

[0005] An object of the present invention is to provide a monitoring system, a monitoring method, and a monitoring program capable of appropriately monitoring the platform end even during boarding and alighting of a train.

Means for Solving the Problems

[0006] The monitoring system according to the present invention is a system for monitoring the platform edge of a railway station platform. The monitoring system comprises a determination processing unit that determines the presence or absence and running status of a train on the platform, and a setting processing unit that sets a first detection area that targets the entire platform edge when the train is not stopped on the platform, and sets a second detection area that targets the portion of the platform edge excluding the area facing the train's vehicle doors when the train is stopped on the platform.

[0007] The monitoring method according to the present invention is a method for monitoring the platform edge of a railway station platform. The monitoring method is a method in which one or more processors perform the following actions: determine whether or not a train is present on the platform and whether or not it is running; set a first detection area that targets the entire platform edge when the train is not stopped on the platform; and set a second detection area that targets the portion of the platform edge excluding the area facing the train's vehicle doors when the train is stopped on the platform.

[0008] The monitoring program according to the present invention is a program that monitors the platform edge of a railway station platform. The monitoring program is a program that causes one or more processors to perform the following actions: determine whether or not a train is present on the platform and whether or not it is running; set a first detection area that targets the entire platform edge when the train is not stopped on the platform; and set a second detection area that targets the portion of the platform edge excluding the area facing the train's vehicle doors when the train is stopped on the platform. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a monitoring system, monitoring method, and monitoring program that can appropriately monitor the platform edge even when passengers are boarding or alighting from trains. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a schematic diagram showing the overall configuration of a monitoring system according to the first embodiment of the present invention. [Figure 2] Figure 2 is a functional block diagram showing the configuration of a monitoring system according to the first embodiment of the present invention. [Figure 3] Figure 3 shows an example of the arrangement of a detection sensor according to the first embodiment of the present invention. [Figure 4] Figure 4 shows an example of the arrangement of a detection sensor according to the first embodiment of the present invention. [Figure 5A] Figure 5A shows an example of a situation in which the detection area is not set in the absence state according to the first embodiment of the present invention. [Figure 5B] Figure 5B shows the detection area set in the absence state according to the first embodiment of the present invention. [Figure 5C] Figure 5C shows the detection area set in the occupancy state according to the first embodiment of the present invention. [Figure 5D] Figure 5D shows the detection area when the vehicle door is opened while the vehicle is on a track, according to the first embodiment of the present invention. [Figure 6] Figure 6 is a timing chart showing the switching timing of the detection area according to the first embodiment of the present invention. [Figure 7] Figure 7 is a flowchart showing an example of the procedure for setting the detection area performed in the monitoring system according to the first embodiment of the present invention. [Figure 8A] Figure 8A shows an example of setting the detection area according to the first embodiment of the present invention. [Figure 8B] Figure 8B shows an example of setting the detection area according to the first embodiment of the present invention. [Figure 9A] Figure 9A shows an example of setting the detection area according to the first embodiment of the present invention. [Figure 9B] Figure 9B shows an example of setting the detection area according to the first embodiment of the present invention. [Figure 10A]FIG. 10A is a diagram showing an example of setting a detection area according to the first embodiment of the present invention. [Figure 10B] FIG. 10B is a diagram showing an example of setting a detection area according to the first embodiment of the present invention. [Figure 11] FIG. 11 is a functional block diagram showing the configuration of a monitoring system according to the second embodiment of the present invention. [Figure 12] FIG. 12 is a diagram showing an example of the arrangement of detection sensors according to the second embodiment of the present invention. [Figure 13] FIG. 13 is a schematic diagram showing the overall configuration of a monitoring system according to the second embodiment of the present invention. [Figure 14A] FIG. 14A is a diagram showing an example in which no detection area is set in the absent state of the second embodiment of the present invention. [Figure 14B] FIG. 14B is a diagram showing a detection area set in the absent state of the second embodiment of the present invention. [Figure 14C] FIG. 14C is a diagram showing a detection area set in the online state of the second embodiment of the present invention. [Figure 14D] FIG. 14D is a diagram showing a detection area when the vehicle door and the home door are opened in the online state of the second embodiment of the present invention. [Figure 15] FIG. 15 is a timing chart showing the switching timing of the detection area according to the second embodiment of the present invention. [Figure 16A] FIG. 16A is a diagram showing an example of setting a detection area of the second embodiment of the present invention. [Figure 16B] FIG. 16B is a diagram showing an example of setting a detection area of the second embodiment of the present invention. [Figure 17] FIG. 17 is a flowchart showing an example of the procedure of detection area setting processing executed in a monitoring system according to the second embodiment of the present invention.

MODE FOR CARRYING OUT THE INVENTION

[0011] The embodiments of the present invention will be described below with reference to the attached drawings to facilitate understanding of the invention. Note that the following embodiments are merely examples of the present invention and do not limit the technical scope of the invention.

[0012] In the following explanation, "longitudinal direction" refers to the longitudinal direction of the railway station platform P (left-right direction in Figures 3 and 5, and perpendicular direction in Figure 4). The longitudinal direction is approximately parallel to the extension direction of the track R adjacent to platform P, and the length direction of the vehicle C on track R. "Width direction" refers to the width direction of platform P (up-down direction in Figure 5, etc., and left-right direction in Figure 4). The width direction is approximately parallel to the gauge direction of the track R adjacent to platform P, and the width direction of the vehicle C on track R. "Upward direction" refers to the direction above platform P (upward direction in Figures 3 and 4). In Figure 5, the direction from the right side of the page to the left side of the page is the direction of travel of the train T.

[0013] The track R includes a roadbed and a pair of rails placed on it. The train T travels along the rails on the track R. The train T may consist of one vehicle C, or it may consist of two or more vehicles C connected in sequence via couplers. The train T has one or more vehicle doors on each side, for example, a front door and a rear door, and railway passengers board and alight from the train T using the vehicle doors. The platform P is set adjacent to the track R in the width direction, and its upper surface is located above the track R.

[0014] The states of track R include the "absent state" shown in Figures 5A and 5B, and the "occupied state" shown in Figures 5C and 5D. In the absent state, there is no train T on track R, and the area above track R is wide open. In the absent state, railway users wait for the arrival of train T on the upper surface of platform P (see Figure 3). In the occupied state, train T is stopped on track R. In the occupied state, railway users step over the gap formed between platform P and the train car C of train T to board train T from the upper surface of platform P, or to disembark from train T onto the upper surface of platform P (see Figure 4).

[0015] As shown in Figure 5, a marker line (marker line YL) is provided on platform P, located a predetermined distance inward from the platform edge, to indicate proximity to the platform edge. Braille blocks may be placed along marker line YL. Marker line YL may also be composed of a predetermined color (e.g., yellow or white). Station staff will announce to railway users to walk inside marker line YL.

[0016] The first and second embodiments of the present invention will be described below. The monitoring system 10 according to the first embodiment has a configuration in which a first detection area (entire detection area SR1) is set to detect the entire edge of the platform when no train T is stopped at the platform P, and a second detection area (partial detection area SR2) is set to detect the portion of the edge of the platform excluding the area facing the train doors of the train T (non-detection area A1) when a train T is stopped at the platform P.

[0017] The monitoring system 10 according to the second embodiment has a configuration in which, when no train T is stopped on platform P and the platform doors 3a (described later) of the platform fence 3 are closed, a first detection area (entire detection area SR1) is set to detect the entire area between the platform fence 3 and the edge of the platform, and when a train T is stopped on platform P and the platform doors 3a are open, a second detection area (partial detection area SR2) is set to detect the area between the platform fence 3 and the edge of the platform, excluding the area facing the train T's vehicle doors and the platform doors 3a (non-detection area A1).

[0018] [First Embodiment] [Monitoring System 10] The monitoring system 10 according to the first embodiment is applied to a railway station equipped with a platform P and monitors the platform edge of the platform P. The objects to be monitored are people (railway users), objects (luggage, etc.) present at the platform edge. The monitoring system 10 monitors the platform edge based on the condition of the track R at the railway station.

[0019] The track state R includes the states of absence, presence, entry, stopping, and departure. "Absence" indicates that train T is not present at the station (platform P) (Figures 5A and 5B, and periods other than t1-t8 in Figure 6). "Presence" indicates that train T is present at the station (Figures 5C and 5D, and periods t1-t8 in Figure 6). "Entry" indicates that train T is entering and running on the station (a transitional state from absence to presence) (Figures 5C, and periods t1-t2 in Figure 6). "Stopping" indicates that train T is stopped at the station (Figures 5D, and periods t2-t7 in Figure 6). "Departure" indicates that train T is leaving the station (a transitional state from presence to absence) (Figures 5C, and periods t7-t8 in Figure 6). The states of entering the track, being stopped, and leaving the track are included in the state of being present on the track.

[0020] Furthermore, as shown in Figure 1, the monitoring system 10 according to the first embodiment includes a detection device 2 installed above the platform P (such as on the roof of the station building), a control device 1 connected to the detection device 2, a system status indicator 5 such as a patrol light (registered trademark), an alarm 6, a track circuit 7, and a storage device 8.

[0021] As shown in Figures 3 and 4, the detection device 2 is installed above platform P, along the longitudinal end of platform P, and has multiple detection sensors (detection sensors 2a, 2b, 2c, 2d). The multiple detection sensors 2a, 2b, 2c, 2d are installed at multiple installation positions set at predetermined intervals in the longitudinal direction. For example, the multiple detection sensors 2a, 2b, 2c, 2d are arranged at intervals corresponding to the number of cars in the train T that stops at the railway station.

[0022] The detection sensors 2a, 2b, 2c, and 2d are, for example, 2D laser scanners that scan laser light within a predetermined angular range, and each has a light-emitting unit, a deflection unit, a light-receiving unit, a detection unit, and a calculation unit.

[0023] The light-emitting unit emits scanning light SL, such as laser light. The deflection unit has a deflector such as a galvanometer mirror and an actuator that rotates the deflector. The scanning light SL emitted by the light-emitting unit is deflected by the deflection unit and emitted. This forms a two-dimensional scanning range Sr (see Figure 3). If an object is present within the scanning range Sr, the scanning light SL is reflected by that object. The light-receiving unit receives the reflected light of the scanning light SL. The detection unit detects whether or not an object is present within the scanning range Sr (more precisely, the monitoring area set within the scanning range Sr) based on the time from when the light is emitted from the light-emitting unit until the reflected light is received by the light-receiving unit. The calculation unit calculates the distance to the object that reflected the light, according to the time information from when the reflected light was received by the light-receiving unit until the reflected light was received.

[0024] The scanning range Sr of each detection sensor 2a, 2b, 2c, and 2d is set to include the entire width of the platform P in the longitudinal direction, as shown in Figure 3. This makes it possible to set the entire area from one end to the other of the platform P in the longitudinal direction as the detection target area (monitoring area) (full-area detection area SR1, as shown in Figure 5B, etc.) at the end of the platform. In other words, a full-area detection area SR1 that monitors the entire area at the end of the platform is set by multiple scanning ranges Sr. The full-area detection area SR1 is formed by multiple detection sensors 2a, 2b, 2c, and 2d, with multiple scanning ranges Sr arranged in the longitudinal direction and partially overlapping each other.

[0025] Each of the detection sensors 2a, 2b, 2c, and 2d outputs a detection signal when it detects the presence of an object within the entire detection area SR1 set at the end of the platform.

[0026] In this embodiment, the installation positions of the detection sensors 2a, 2b, 2c, and 2d are set at intervals corresponding to the length of one vehicle in the longitudinal direction. Each installation position is, for example, opposite the longitudinal center position of each vehicle C of a stationary train T (see Figure 1).

[0027] The detection sensor 2a, located at the end of one longitudinal side (the left side of Figure 1), is positioned at the center of the first car, C1. The detection sensor 2b, located next to it, is positioned at the center of the second car, C2. Similarly, the detection sensor 2c is positioned at the center of the third car, C3, and the detection sensor 2d is positioned at the center of the fourth car, C4.

[0028] Each monitoring area set for detection sensors 2a, 2b, 2c, and 2d has a length of at least the length of one vehicle in the longitudinal direction.

[0029] The multiple detection areas set for each of the multiple detection sensors 2a, 2b, 2c, and 2d are connected in the longitudinal direction. Therefore, at least the entire area where the train T stops is subject to monitoring. However, the number of detection sensors 2a, 2b, 2c, and 2d may be one or multiple, and are not particularly limited. The number of detection sensors can be appropriately changed depending on the longitudinal dimensions of the detection area, the effective length of the platform P, and the maximum length of the train T that is assumed to stop on the track R. In addition, the detection areas of the detection sensors 2a and 2d placed at both ends may be set to extend to the ends of the platform P. Furthermore, additional detection sensors may be placed to monitor positions in the longitudinal area of ​​the platform P where the train T does not stop when it is on the track.

[0030] As shown in Figure 2, the control device 1 is connected to the detection device 2 and detects objects (people, objects, etc.) at the platform edge of platform P based on the detection results output from the detection device 2. When the control device 1 detects an object, it causes the alarm device 6 to activate to notify the relevant parties.

[0031] The system status indicator 5 is, for example, a display device such as a Patlite®, which displays the location where the detection target was detected, or the details of any abnormalities that occurred in the detection sensors 2a, 2b, 2c, and 2d.

[0032] The alarm device 6 includes an alarm device installed in a control center that manages train operations and emits an alarm to the control center operator, or installed in a railway station and emits an alarm to station staff, or installed in the control car of train T and emits an alarm to the driver or conductor. The alarm device may be a speaker or buzzer that outputs sound information such as a warning sound, a display that shows a warning message, or a lamp that emits a warning light. Based on the alarm, the relevant parties can take measures to deal with the detected object and to prevent secondary accidents.

[0033] The track circuit 7 detects the presence or absence of a train and transmits a track circuit signal to the control device 1. For example, the track circuit 7 may be a track circuit whose detection range includes the platform P and the adjacent track R.

[0034] In the monitoring system 10 of this embodiment, the process of setting the detection area, which will be described later, is performed using data acquired when the train is present (stopped) based on the detection signal from the detection device 2.

[0035] The storage device 8 is connected to the control device 1 and stores, for example, raw data received from the detection device 2 and log data such as monitoring results.

[0036] [Control device 1] As shown in Figure 2, the control device 1 is an information processing device (server device) comprising a control unit 11, a storage unit 12, an operation display unit 13, and a communication unit 14. The control device 1 is not limited to a single computer; it may be a computer system in which multiple computers operate collaboratively. Furthermore, the various processes performed by the control device 1 may be distributed and executed by one or more processors. Additionally, the control device 1 may be configured as a cloud server, allowing users (smartphones, personal computers) to view web pages (such as detection result pages) via browser processing.

[0037] The communication unit 14 is a communication interface that connects the control device 1 to a network by wire or wireless connection and performs data communication with external devices such as the detection device 2, system status indicator 5, alarm 6, track circuit 7, and storage device 8 via the network, in accordance with a predetermined communication protocol.

[0038] The operation display unit 13 is a user interface comprising a display unit such as a liquid crystal display or an organic EL display that displays various types of information, and an operation unit such as a mouse, keyboard, or touch panel that accepts input.

[0039] The storage unit 12 is a non-volatile storage unit such as an HDD (Hard Disk Drive), SSD (Solid State Drive), or flash memory that stores various types of information. The storage unit 12 stores data acquired from the detection device 2.

[0040] Furthermore, the storage unit 12 stores control programs, such as a detection area setting program, which causes the control unit 11 to execute the detection area setting process (see Figure 7) described later. For example, the control program is non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, and is read by a reading device (not shown) such as a CD drive or DVD drive provided by the control device 1 and stored in the storage unit 12.

[0041] The control unit 11 includes control devices such as a CPU, ROM, and RAM. The CPU is a processor that performs various arithmetic operations. The ROM is a non-volatile memory unit in which control programs such as an OS for causing the CPU to perform various arithmetic operations are pre-stored. The RAM is a volatile or non-volatile memory unit that stores various information and is used as a temporary memory (work area) for the various processes performed by the CPU. The control unit 11 controls the control device 1 by executing various control programs pre-stored in the ROM or memory unit 12 using the CPU.

[0042] Specifically, as shown in Figure 2, the control unit 11 includes various processing units such as a data acquisition unit 111, a trajectory information acquisition unit 112, a state determination unit 113, a detection area setting unit 114, a detection unit 115, and an output unit 116. The control unit 11 functions as these various processing units by executing various processes according to the control program using the CPU. Some or all of these processing units may be composed of electronic circuits. The control program may also be a program that causes multiple processors to function as these processing units.

[0043] The data acquisition unit 111 acquires data from the detection device 2, such as the time until the light receiving unit receives reflected light, the detection result detected by the detection unit, and the distance data to objects within the detection area calculated by the calculation unit. The data acquisition unit 111 also acquires vehicle information of trains entering the railway station, and timetable information including weekday and weekend / holiday operating timetable data.

[0044] The track information acquisition unit 112 acquires information indicating the state of the track R. In this embodiment, the track information acquisition unit 112 acquires information indicating one of the following states of the track R: occupying, absent, entering, leaving, or stopped.

[0045] The state determination unit 113 determines the presence or absence of train T (whether it is present or absent) and its running state (stopped or running). Specifically, the state determination unit 113 determines whether train T has entered a station, is present on the track, has departed from the track, or is stopped, based on information indicating the state of track R acquired by the track information acquisition unit 112. For example, the state determination unit 113 may determine that train T has entered a station (platform P) based on track circuit signals. In another embodiment, the state determination unit 113 may determine that train T has entered a station (platform P) when a detection sensor installed above platform P detects train T (vehicle C).

[0046] Furthermore, if train T is present on the track, the state determination unit 113 further determines whether train T is stopped (stationary) or in motion (entering or leaving the track). The state determination unit 113 is an example of a determination processing unit of the present invention.

[0047] The detection area setting unit 114 sets the detection area for each of the detection sensors 2a, 2b, 2c, and 2d based on the determination result of the state determination unit 113 (presence or absence of train T, and running status). The detection area setting unit 114 switches the pattern of the detection area according to the presence or absence of train T and the running status.

[0048] The detection area setting unit 114 sets a detection area in the area between the platform edge of platform P, for example, between the marker line YL and the platform edge. Multiple patterns are included in the detection area. For example, the detection area setting unit 114 sets a first detection area (entire detection area SR1) when the train T is absent or in motion (entering or leaving the track), and sets a second detection area (partial detection area SR2) when the train T is stopped and the vehicle doors are open.

[0049] The method for setting the detection area using the detection area setting unit 114 will be described later. The detection area setting unit 114 is an example of a setting processing unit of the present invention.

[0050] The detection unit 115 determines, based on the output data acquired from the detection device 2 by the data acquisition unit 111, whether or not there are any detection targets (railway users, objects, etc.) at the edge of the platform in the detection area set by the detection area setting unit 114, according to a predetermined determination logic.

[0051] The output unit 116 outputs a command to the alarm device 6 to perform an alarm operation when the detection unit 115 detects an object. The output unit 116 also outputs information such as the details of any abnormalities that occurred in the detection sensors 2a, 2b, 2c, and 2d to a system status indicator 5, such as a patrol light. Furthermore, the output unit 116 outputs the results of monitoring, etc., to the operation display unit 13. The operation display unit 13 may be a display device (user terminal) connected to the control device 1. The output unit 116 is an example of the output processing unit of the present invention.

[0052] As described above, the monitoring system 10 of this embodiment installs the detection device 2 above the platform P and sets the detection area according to the presence or absence and running status of the train T.

[0053] [Method for setting the detection area in the first embodiment] The following describes a specific example of the method for setting the detection area according to the first embodiment. Figure 5A shows a state in which no detection area has been set. In this embodiment, when the train T is absent, the detection area setting unit 114 sets a full-area detection area SR1 that includes the entire longitudinal area of ​​the platform edge on the platform P, as shown in Figure 5B. The detection area setting unit 114 also sets a full-area detection area SR1 in the area between the marker line YL and the platform edge. This makes it possible to detect people walking along the platform edge, or people or objects falling from the platform edge onto the track R, even when the train T is absent from the platform.

[0054] Furthermore, when train T enters the platform and becomes stationary, the detection area setting unit 114 maintains the entire detection area SR1 as shown in Figure 5C. This makes it possible to detect people walking along the edge of the platform, or people or objects falling into the gap between the platform edge and the train C, when train T is stopped at platform P.

[0055] Furthermore, when the train T stops and the vehicle doors open, the detection area setting unit 114 sets a partial detection area SR2 by excluding area A1, which is opposite the vehicle doors, from the overall detection area SR1, as shown in Figure 5D. If the vehicle C is equipped with a front door and a rear door, the areas A1 opposite the front door and the rear door are excluded from the detection area. In other words, the detection area setting unit 114 sets the area excluding area A1, which is opposite the vehicle doors, from the entire longitudinal area of ​​the platform edge on the platform P as the partial detection area SR2. As a result, area A1 is excluded from the detection target area, so for example, railway users (passengers) getting on and off the vehicle C will not be detected, thus preventing the alarm from being triggered by detecting such passengers. Also, since the platform edge other than area A1 is set as the detection target area, railway users, objects (such as luggage), etc., that are at the platform edge far from the vehicle doors can be appropriately detected. In this way, area A1 formed between the partial detection areas SR2 becomes a non-detection area.

[0056] Furthermore, the detection area setting unit 114 sets the entire detection area SR1 again, as shown in Figure 5C, when the departure time of train T arrives and the train doors are closed. This makes it possible to detect people walking along the edge of the platform, or people or objects falling into the gap between the edge of the platform and the train C, when train T is departing from platform P (departure state). When train T departs and is no longer present, the detection area setting unit 114 maintains the entire detection area SR1, as shown in Figure 5B. This makes it possible to detect people walking along the edge of the platform, or people or objects falling from the edge of the platform onto the track R.

[0057] As described above, the detection area setting unit 114 sets the entire detection area SR1 when train T is absent (see Figure 5B), sets the entire detection area SR1 when train T is present on the track (entering, stopped, or leaving) and the vehicle doors are closed (see Figure 5C), and sets the partial detection area SR2 when train T is stopped and the vehicle doors are open (see Figure 5D). This allows for the detection of railway users, for example, when train T is stopped and passengers are getting on and off, if railway users pass near the edge of the platform, or if railway users' luggage, wheelchairs, strollers, etc. are located near the edge of the platform, enabling appropriate action, such as issuing an alarm before train T departs.

[0058] Next, we will explain the details of the settings and switching timing for the full detection area SR1 and the partial detection area SR2. Figure 6 shows an example of a timing chart indicating the presence status of train T, its running status, the open / closed status of the train doors, and the setting status of the detection areas.

[0059] For example, the detection area setting unit 114 sets a full-area detection area SR1 (see Figure 5B) at the end of platform P when the train T is absent before it arrives at the station (before time t1). Then, when the train T enters the station (times t1-t2), the detection area setting unit 114 maintains the full-area detection area SR1 (see Figure 5C). Furthermore, when the train T that has entered the station stops at time t2, the detection area setting unit 114 maintains the full-area detection area SR1 (see Figure 5C).

[0060] When the detection area setting unit 114 detects that train T has stopped at a station and receives a stop signal, it sets a partial detection area SR2 (see Figure 5D) at time t3. In other words, when the detection area setting unit 114 detects that train T has stopped at a station, it switches from the full detection area SR1 to the partial detection area SR2. This prevents false detection of railway passengers even if they approach the train doors to board the train.

[0061] Subsequently, when the train doors open at time t4, the detection area setting unit 114 maintains the partial detection area SR2 (see Figure 5D). In this way, the detection area setting unit 114 switches from the full detection area SR1 to the partial detection area SR2 during the period from when the train T stops until the train doors open (between times t2 and t4). As a result, train passengers board and alight the train with the partial detection area SR2 set.

[0062] Subsequently, when the vehicle door closes at time t5, the detection area setting unit 114 receives the door closing signal and sets the entire detection area SR1 (see Figure 5C) at time t6. In other words, when the detection area setting unit 114 detects that the vehicle door has closed, it switches from the partial detection area SR2 to the entire detection area SR1.

[0063] Subsequently, when train T departs the track at time t7, the detection area setting unit 114 maintains the entire detection area SR1 (see Figure 5C). Also, when train T is absent at time t8, the detection area setting unit 114 maintains the entire detection area SR1 (see Figure 5B).

[0064] As described above, the detection area setting unit 114 switches from the full detection area SR1 to the partial detection area SR2 between the time when train T stops and the vehicle doors open (between times t2 and t4), and switches from the partial detection area SR2 to the full detection area SR1 between the time when the vehicle doors close and train T starts moving (leaving the track) (between times t5 and t7).

[0065] [Detection area setting process in the first embodiment] The detection area setting process performed in the monitoring system 10 according to the first embodiment will now be described with reference to Figure 7. Specifically, in this embodiment, the detection area setting process is performed by the control unit 11 of the control device 1. The control unit 11 also performs the detection area setting process when a predetermined time (for example, the start time of train operation on the day) arrives.

[0066] Furthermore, the present invention can be understood as an invention of a detection area setting method that performs one or more steps included in the detection area setting process. Also, the one or more steps included in the detection area setting process described herein may be omitted as appropriate. Furthermore, the execution order of each step in the detection area setting process may differ to the extent that similar effects are produced. In addition, although the case in which the control unit 11 executes each step in the detection area setting process is described here as an example, one or more processors may distribute and execute each step in the detection area setting process. The detection area setting method is an example of the monitoring method of the present invention and is also included in the monitoring method of the present invention.

[0067] <Step S11> In step S11, the control unit 11 determines whether or not it has detected a train T entering the station. Specifically, the control unit 11 determines whether or not it has detected a train T entering the station based on the track circuit signal received from the track circuit 7. In another embodiment, the control unit 11 may determine whether or not it has detected a train T entering the station based on a detection signal received from a detection sensor installed on the platform P. If the control unit 11 detects a train T entering the station (S11: Yes), it proceeds to step S12. On the other hand, if the control unit 11 does not detect a train T entering the station (S11: No), it proceeds to step S16 to set up a full-area detection area SR1 (see Figure 5B) at the end of platform P.

[0068] When the control unit 11 sets a full-area detection area SR1 at the edge of the platform, if it detects a person walking along the edge of the platform or a person or object falling onto the track R from the edge of the platform, it will flash the alarm device 6 (for example, flash red), sound a buzzer, or broadcast an audio announcement such as "It is dangerous, please stand behind the yellow line." If multiple alarm devices 6 are arranged on the platform P, the control unit 11 may also cause the alarm device 6 closest to the location where the detected object (person, object, etc.) was detected to perform the alarm action.

[0069] <Step S12> In step S12, the control unit 11 determines whether or not train T has stopped at the station. Based on the track circuit signal or the detection signal, the control unit 11 determines whether or not train T has stopped at the station. If the control unit 11 determines that train T has stopped at the station (S12: Yes), it proceeds to step S13. If the control unit 11 determines that train T has not stopped at the station, i.e., that train T is in the track state (running) (S12: No), it proceeds to step S16 to maintain the entire detection area SR1 (see Figure 5C).

[0070] <Step S13> In step S13, the control unit 11 sets a partial detection area SR2 (see Figure 5D) at the platform end of platform P. If a full detection area SR1 was set at the platform end (S16), the control unit 11 switches from the full detection area SR1 to the partial detection area SR2. When the train T stops, railway users waiting on platform P approach the train doors, but a non-detection area A1 (see Figure 5D) is formed in front of the train doors, thus preventing false detection of railway users approaching the train doors.

[0071] <Step S14> In step S14, the control unit 11 determines whether or not the train doors of train T have opened. For example, the control unit 11 determines that the train doors have opened when it receives a signal indicating that the train doors have opened. If the control unit 11 determines that the train doors have opened (S14: Yes), it proceeds to step S15. The control unit 11 waits until the train doors open (S14: No). When the train doors open, passengers who were on train T disembark onto platform P, and passengers who were waiting on platform P board the train. Each passenger boards and alights by passing through the non-detection area A1 formed between the partial detection areas SR2.

[0072] When the control unit 11 sets a partial detection area SR2 at the end of the platform, if it detects an object within the partial detection area SR2, it will flash the alarm 6, sound a buzzer, or broadcast the voice announcement.

[0073] <Step S15> In step S15, the control unit 11 determines whether the train T's doors have closed. For example, the control unit 11 determines that the train doors have closed when it receives a signal indicating that the train doors have closed. If the control unit 11 determines that the train doors have closed (S15: Yes), it proceeds to step S16.

[0074] <Step S16> In step S16, the control unit 11 sets up a full-area detection area SR1 (see Figure 5C) at the end of platform P. This allows the control unit 11 to detect, for example, a railway passenger approaching the train door after it has closed, and to cause the alarm device 6 to activate an alarm. Once the full-area detection area SR1 is set up at the end of the platform, the train T departs and leaves the station.

[0075] <Step S17> In step S17, the control unit 11 determines whether or not the train's operation has ended. For example, if the last train of the day has finished running (S17: Yes), the control unit 11 terminates the detection area setting process. On the other hand, if the last train of the day has not finished running (S17: No), the control unit 11 returns to step S11 and executes the process described above. When train T leaves the station and becomes unoccupied, the control unit 11 maintains the entire detection area SR1 and monitors the platform end of platform P. When train T enters the station again, the control unit 11 detects train T (S11: Yes) and executes the process from step S12 onwards. If train T is unoccupied, the control unit 11 maintains the entire detection area SR1 (S11: No).

[0076] The control unit 11 repeatedly performs the above-described process from the start to the end of the day's operation. The control unit 11 performs the detection area setting process in the manner described above. The control unit 11 also performs detection processing (monitoring processing) and notification processing of targets on platform P based on the detection area set by the detection area setting process.

[0077] As described above, the monitoring system 10 according to the first embodiment is a system that monitors the platform end of a railway station platform P. The monitoring system 10 determines the presence or absence and running status of a train T at the railway station, and sets a full-area detection area SR1 (first detection area) that targets the entire platform end when the train T is not stopped at platform P, and sets a partial detection area SR2 (second detection area) that targets the portion of the platform end excluding the area facing the train T's vehicle doors (non-detection area A1) when the train T is stopped at platform P.

[0078] With the above configuration, when platform P is empty (see Figure 5B), entering (see Figure 5C), or leaving (see Figure 5C), the entire end of the platform becomes the detection area, ensuring reliable detection of railway users, luggage, and other objects passing along the platform end. Furthermore, when platform P is stopped (see Figure 5D), the area in front of the train doors is set as a non-detection area, and the other areas become the detection area. This prevents false detection of railway users getting on and off the train, while ensuring reliable detection of railway users other than passengers, luggage, and other objects passing along the platform end. Therefore, according to this embodiment, it becomes possible to appropriately monitor the platform end even when train T is being boarded or alighted.

[0079] For example, in the monitoring system 10, the detection area setting unit 114 sets the entire detection area SR1 at the end of the platform when there is no train T on the platform P (see Figure 5B). This allows detection of the target object at the end of the platform when there is no train T.

[0080] Furthermore, the detection area setting unit 114 sets a partial detection area SR2 at the edge of the platform after the train T has stopped at platform P and before the train doors open (see Figure 5D). This prevents false detection of railway users even if they approach the train doors while waiting on platform P.

[0081] Furthermore, the detection area setting unit 114 sets the entire detection area SR1 at the end of the platform after the train doors of the train T, which is stopped at platform P, have closed, and before the train T departs (see Figure 5C). This allows the system to detect railway users approaching the train doors after they have closed and trigger the alarm device 6 to activate an alarm.

[0082] Furthermore, the detection area setting unit 114 sets a full-area detection area SR1 at the end of the platform P until the train T stops at the platform P, and switches the full-area detection area SR1 to a partial detection area SR2 before the train T stops and the train doors open.

[0083] Furthermore, the detection area setting unit 114 sets the area facing the vehicle door (area A1) (see Figure 5D) as a non-detection area. This prevents false detection of passengers getting on or off the vehicle.

[0084] Furthermore, the output unit 116 causes the alarm device 6 to activate an alarm when a target is detected in the whole detection area SR1 or the partial detection area SR2. This allows the platform edge to be constantly monitored, enabling station staff to respond quickly when a target is detected.

[0085] [Other embodiments] The present invention is not limited to the embodiments described above, but may also be limited to the following embodiments.

[0086] For example, the detection area setting unit 114 may change the width in the direction (width direction) facing the train T of at least one of the whole detection area SR1 and the partial detection area SR2, depending on the time of day. For example, during rush hour, compared to non-rush hour, there are more passengers getting on and off the train and the platform P is crowded, so more railway users pass along the edge of the platform. This makes it easier to detect railway users, and unnecessary alarms may occur frequently. Therefore, during non-rush hour, the detection area setting unit 114 sets the width W1 of the whole detection area SR1 to be wider, as shown in Figure 8A, and during rush hour, it sets the width W1 of the whole detection area SR1 to be narrower, as shown in Figure 8B.

[0087] Similarly, the detection area setting unit 114 sets the width W2 of the partial detection area SR2 to be wider during non-rush hour hours, as shown in Figure 9A, and sets the width W2 of the partial detection area SR2 to be narrower during rush hour hours, as shown in Figure 9B. The detection area setting unit 114 may set the width W1 of the entire detection area SR1 and the width W2 of the partial detection area SR2 to be the same width, or to be different widths. For example, when a train T is entering and stopped at a station, there are many railway users on the platform P, so the detection area setting unit 114 may set the width W2 of the partial detection area SR2 to be narrower than the width W1 of the entire detection area SR1, both during rush hour and non-rush hour hours.

[0088] In another embodiment, the detection area setting unit 114 may set the width W1 of the entire detection area SR1 and the width W2 of the partial detection area SR2 to different widths (for example, W1 > W2) during rush hour, and set the width W1 of the entire detection area SR1 and the width W2 of the partial detection area SR2 to the same width during non-rush hour.

[0089] Furthermore, the detection area setting unit 114 may change the width of the non-detection area A1 in the direction in which the train T track extends (longitudinal direction) depending on the time of day. For example, the detection area setting unit 114 may set the width W3 of the non-detection area A1 to be narrower during non-rush hour hours, as shown in Figure 10A, and to be wider during rush hour hours, as shown in Figure 10B. In this way, by widening the area in front of the train doors (non-detection area A1) during rush hour hours when there are many passengers getting on and off, false detection of passengers can be prevented.

[0090] In this way, by changing the width of the detection area (full detection area SR1, partial detection area SR2) according to the congestion level, it is possible to achieve both safety and improved train operation efficiency.

[0091] In the first embodiment described above, the control device 1 alone corresponds to the monitoring system according to the present invention. However, the monitoring system according to the present invention may include one or more components from the control device 1, detection device 2, system status indicator 5, alarm 6, track circuit 7, and storage device 8. For example, if the components of the control device 1 and detection device 2 cooperate to share and execute the monitoring process, a system including multiple components that execute the process may constitute the monitoring system according to the present invention.

[0092] [Second Embodiment] Next, a second embodiment of the present invention will be described. In the following, descriptions of components identical to those of the first embodiment described above will be omitted as appropriate.

[0093] The monitoring system 10 according to the second embodiment is applied to a railway station equipped with a platform P (see Figures 11 and 12) where platform fences 3 are installed, and monitors the edge of platform P.

[0094] As shown in Figure 14, the platform gate 3 is installed in the area between the marker line YL and the end of the platform. The platform gate 3 also includes a movable door (platform door 3a) that can slide horizontally, positioned opposite the train doors when the train T stops at platform P. When the platform door 3a opens, a passage is formed in the platform gate 3, allowing railway users to pass through the passage to board and alight from the train. For example, the platform gate 3 may consist of a platform door 3a and a fixed part that can house the platform door 3a. The fixed parts are arranged and fixed at predetermined intervals in the longitudinal direction on platform P, and a platform door 3a that can slide longitudinally is installed between adjacent fixed parts. In another embodiment, the entire platform gate 3 may be able to move up and down.

[0095] Furthermore, the platform screen doors 3 are connected to the control device 1 for data communication and output open and closed signals for the platform doors 3a (see Figure 11).

[0096] Figure 13 is a block diagram showing the configuration of the monitoring system 10 according to the second embodiment. The state determination unit 113 determines the presence or absence of train T (on the track or not) and its running status (stopped or running), as well as the open or closed state of the platform gate 3. Based on the closed door signal and open door signal obtained from the platform gate 3, the state determination unit 113 determines whether the platform door 3a is in an open state (open door state) or a closed state (closed door state).

[0097] The detection area setting unit 114 sets the detection area for each of the detection sensors 2a, 2b, 2c, and 2d based on the determination result of the state determination unit 113 (the presence or absence of train T, its running status, and the open / closed status of the platform door 3a).

[0098] The detection area setting unit 114 sets a detection area in the region between the platform edge of platform P and the platform fence 3. The detection area includes multiple patterns. For example, the detection area setting unit 114 sets a first detection area (entire area detection area SR1) when the train T is absent or in motion (entering or leaving the track), and sets a second detection area (partial detection area SR2) when the train T is stopped and the train doors and platform doors 3a are open.

[0099] [Method for setting the detection area in the second embodiment] The following describes the method for setting the detection area according to the second embodiment. Figure 14A shows a state where no detection area is set when train T is absent. In this state, the platform doors 3a are closed. In the state shown in Figure 14A, the space between the platform fence 3 and the edge of the platform becomes a blind spot, and if a person enters this space, the person cannot be detected, which could lead to a fall onto the tracks or contact with train T. Therefore, in this embodiment, when train T is absent, the detection area setting unit 114 sets a full-area detection area SR1 that includes the entire longitudinal area in the space between the platform fence 3 and the edge of the platform, as shown in Figure 14B. The detection area setting unit 114 also sets a full-area detection area SR1 with a width corresponding to the distance from the platform fence 3 to the edge of the platform. This makes it possible to detect people (railway users), luggage, etc. that enter the space when train T is absent from the platform P.

[0100] Furthermore, when train T enters the platform and is in a stationary state (entering state, stopped state, or leaving state), the detection area setting unit 114 maintains the entire detection area SR1 as shown in Figure 14C. This makes it possible to detect people (railway users), luggage, etc. that enter the space when train T is stopped at platform P.

[0101] Furthermore, at the moment when the train T stops and the vehicle doors and platform doors 3a open, the detection area setting unit 114 sets a partial detection area SR2, as shown in Figure 14D, by excluding area A1 (non-detection area) facing the vehicle doors and platform doors 3a from the overall detection area SR1. If the vehicle C is equipped with front and rear doors, the areas A1 facing the front and rear doors are excluded from the detection area. In other words, the detection area setting unit 114 sets the area excluding area A1 facing the vehicle doors and platform doors 3a from the entire longitudinal area of ​​the platform end on the platform P as the partial detection area SR2. As a result, area A1 is excluded from the detection target area, so for example, railway users (passengers getting on and off) getting on and off vehicle C will not be detected, thus preventing the alarm from being triggered by detecting such passengers. Furthermore, since the platform edges other than area A1 (the space between platform fence 3 and the platform edge) are set as detection areas, railway users, objects (such as luggage), etc. remaining in these spaces can be appropriately detected.

[0102] Furthermore, when the departure time for train T arrives and the train doors and platform doors 3a are closed, the detection area setting unit 114 sets the entire detection area SR1 again, as shown in Figure 14C. This makes it possible to detect people who enter the space, or people or objects that fall into the gap between the platform edge and the train C, when train T is departing from platform P (departure state). When train T departs and the system is departed, the detection area setting unit 114 maintains the entire detection area SR1, as shown in Figure 5B. This makes it possible to detect people walking along the platform edge, or people or objects that fall from the platform edge onto the track R.

[0103] As described above, the detection area setting unit 114 sets the entire detection area SR1 when the train T is absent (see Figure 5B), sets the entire detection area SR1 when the train T is present (entering, stopped, or leaving the track) and the train doors and platform doors 3a are closed (see Figure 5C), and sets the partial detection area SR2 when the train T is stopped and the train doors and platform doors 3a are open (see Figure 5D). This allows for detection of people or objects if they enter the space between the platform fence 3 and the platform edge while the train T is stopped and passengers are getting on or off, enabling appropriate action such as issuing an alarm before the train T departs.

[0104] Next, we will explain the details of the settings and switching timing for the full detection area SR1 and the partial detection area SR2. Figure 15 shows an example of a timing chart that indicates the presence or absence status of train T, its running status, the open / closed status of platform doors 3a, the open / closed status of train doors, and the setting status of the detection areas.

[0105] For example, the detection area setting unit 114 sets a full-area detection area SR1 (see Figure 14B) between the platform fence 3 and the end of the platform P when the train T is absent before it arrives at the station (before time t1). Then, when the train T enters the station (times t1-t2), the detection area setting unit 114 maintains the full-area detection area SR1 (see Figure 14C). Furthermore, when the train T that has entered the station stops at time t2, the detection area setting unit 114 maintains the full-area detection area SR1 (see Figure 14C).

[0106] When the detection area setting unit 114 detects that train T has stopped at a station and receives a stop signal, it sets the partial detection area SR2 (see Figure 16A) at time t3. In other words, when the detection area setting unit 114 detects that train T has stopped at a station, it switches from the full detection area SR1 to the partial detection area SR2. At this point, the platform doors 3a remain closed.

[0107] Subsequently, when the platform door 3a opens at time t4, the detection area setting unit 114 maintains the partial detection area SR2 (see Figure 14D). In this way, the detection area setting unit 114 switches from the full detection area SR1 to the partial detection area SR2 between the time the train T stops and the platform door 3a opens. This prevents false detection of railway users even if they pass through the platform fence 3 and approach the train doors to board the train.

[0108] Subsequently, when the vehicle doors open at time t5, the detection area setting unit 114 maintains the partial detection area SR2 (see Figure 14D). As a result, railway passengers board and alight the vehicle with the partial detection area SR2 set.

[0109] Subsequently, when the vehicle door closes at time t6, the detection area setting unit 114 receives the door closing signal and sets the full-area detection area SR1 (see Figure 16B) at time t7. In other words, when the detection area setting unit 114 detects that the vehicle door has closed, it switches from the partial detection area SR2 to the full-area detection area SR1.

[0110] Subsequently, when the platform door 3a closes at time t8, the detection area setting unit 114 receives the door closing signal and maintains the entire detection area SR1 (see Figure 14C). This makes it possible to detect people and objects left behind in the space between the platform fence 3 and the platform fence 3 after the train doors have closed, and the platform door 3a closes when there are no people or objects in that space.

[0111] Subsequently, when train T departs the track at time t9, the detection area setting unit 114 maintains the entire detection area SR1 (see Figure 14C). Also, when train T is absent at time t10, the detection area setting unit 114 maintains the entire detection area SR1 (see Figure 14B).

[0112] As described above, the detection area setting unit 114 switches from the full detection area SR1 to the partial detection area SR2 between the time when the train T stops and the platform doors 3a open (between time t2 and t4), and switches from the partial detection area SR2 to the full detection area SR1 between the time when the train doors close and the platform doors 3a close (between time t6 and t8).

[0113] [Detection area setting process in the second embodiment] The detection area setting process performed in the monitoring system 10 according to the second embodiment will be described below with reference to Figure 17.

[0114] <Step S21> In step S21, the control unit 11 determines whether or not it has detected a train T entering the station. Specifically, the control unit 11 determines whether or not it has detected a train T entering the station based on the track circuit signal received from the track circuit 7. In another embodiment, the control unit 11 may determine whether or not it has detected a train T entering the station based on a detection signal received from a detection sensor installed on the platform P. If the control unit 11 detects a train T entering the station (S21: Yes), it proceeds to step S22. On the other hand, if the control unit 11 does not detect a train T entering the station (S21: No), it proceeds to step S221 to set up a full-area detection area SR1 (see Figure 14B) at the end of the platform P.

[0115] When the control unit 11 sets a full-area detection area SR1 at the end of the platform, if it detects a person, object, or other object in the space between the platform fence 3 and the end of the platform, it will flash the alarm device 6 (for example, flash red), sound a buzzer, or broadcast an audio announcement such as "It is dangerous, please stand behind the yellow line." If multiple alarm devices 6 are arranged on the platform P, the control unit 11 may also cause the alarm device 6 closest to the location where the detected object (person, object, etc.) was found to perform the alarm action.

[0116] <Step S22> In step S22, the control unit 11 determines whether or not train T has stopped at the station. Based on the track circuit signal or the detection signal, the control unit 11 determines whether or not train T has stopped at the station. If the control unit 11 determines that train T has stopped at the station (S22: Yes), it proceeds to step S23. If the control unit 11 determines that train T has not stopped at the station, that is, that train T is in the track state (running) (S22: No), it proceeds to step S221 to maintain the entire detection area SR1 (see Figure 14C).

[0117] <Step S23> In step S23, the control unit 11 sets a partial detection area SR2 (see Figure 16A) at the platform end of platform P. If a full-area detection area SR1 was set at the platform end (S27, S221), the control unit 11 switches from the full-area detection area SR1 to the partial detection area SR2.

[0118] <Step S24> In step S24, the control unit 11 determines whether or not the platform door 3a of the platform fence 3 has opened. For example, the control unit 11 determines that the platform door 3a has opened when it receives an open signal for the platform door 3a. If the control unit 11 determines that the platform door 3a has opened (S24: Yes), it proceeds to step S25. The control unit 11 waits until the platform door 3a opens (S24: No). When the platform door 3a opens, railway users who were waiting on the platform P can pass through the platform fence 3 and approach the train doors.

[0119] <Step S25> In step S25, the control unit 11 determines whether or not the train doors of train T have opened. For example, the control unit 11 determines that the train doors have opened when it receives a signal indicating that the train doors have opened. If the control unit 11 determines that the train doors have opened (S25: Yes), it proceeds to step S26. The control unit 11 waits until the train doors open (S25: No). When the train doors open, passengers who were on train T disembark onto platform P, and passengers who were waiting on platform P board the train. Each passenger boards and alights by passing through the non-detection area A1 formed between the partial detection areas SR2.

[0120] When the control unit 11 sets a partial detection area SR2 at the end of the platform, if it detects railway users or the like within the partial detection area SR2, it will flash the alarm device 6, sound a buzzer, or broadcast the aforementioned voice announcement.

[0121] <Step S26> In step S26, the control unit 11 determines whether the train T's doors have closed. For example, the control unit 11 determines that the train doors have closed when it receives a signal indicating that the train doors have closed. If the control unit 11 determines that the train doors have closed (S26: Yes), it proceeds to step S27.

[0122] <Step S27> In step S27, the control unit 11 sets up a full-area detection area SR1 (see Figure 16B) at the edge of platform P. This allows the control unit 11 to detect, for example, railway users approaching the train doors after they have closed, or people and objects entering the area between the platform fence 3 and the edge of the platform, and to cause the alarm device 6 to perform an alarm action.

[0123] <Step S28> In step S28, the control unit 11 determines whether the platform door 3a has closed. For example, the control unit 11 determines that the platform door 3a has closed when it receives a closing signal from the platform door 3a. If the control unit 11 determines that the platform door 3a has closed (S28: Yes), it proceeds to step S29. When the entire detection area SR1 is set at the end of the platform and the platform door 3a closes, the train T departs and leaves the station.

[0124] <Step S29> In step S29, the control unit 11 determines whether or not the train's operation has ended. For example, if the last train of the day has finished running (S29: Yes), the control unit 11 terminates the detection area setting process. On the other hand, if the last train of the day has not finished running (S29: No), the control unit 11 returns to step S21 and executes the process described above. When train T leaves the station and becomes unoccupied, the control unit 11 maintains the entire detection area SR1 and monitors the platform end of platform P. When train T enters the station again, the control unit 11 detects train T (S21: Yes) and executes the process from step S22 onwards. If train T is unoccupied, the control unit 11 maintains the entire detection area SR1 (S21: No).

[0125] The control unit 11 repeatedly performs the above-described process from the start to the end of the day's operation. The control unit 11 performs the detection area setting process in the manner described above. The control unit 11 also performs detection processing (monitoring processing) and notification processing of targets on platform P based on the detection area set by the detection area setting process.

[0126] As described above, the monitoring system 10 according to the second embodiment is a system that monitors the platform edge of a platform P at a railway station where a platform fence 3 with an openable and closable platform door 3a is installed. The monitoring system 10 determines the presence or absence of a train T at the railway station, its running status, and the open / closed state of the platform door 3a. If the train T is not stopped at platform P and the platform door 3a is closed, it sets up a full-area detection area SR1 (first detection area) that detects the entire area between the platform fence 3 and the platform edge. If the train T is stopped at platform P and the platform door 3a is open, it sets up a partial detection area SR2 (second detection area) that detects the area between the platform fence 3 and the platform edge, excluding the area facing the train T's vehicle doors and the platform door 3a.

[0127] With the above configuration, when platform P is absent (see Figure 14B), entering (see Figure 14C), or leaving (see Figure 14C), the entire area of ​​the platform edge is subject to detection, ensuring reliable detection of people, objects, and other targets that enter the space between the platform fence 3 and the platform edge. Furthermore, when platform P is stopped (see Figure 14D), the area between the platform door 3a and the train door is set as a non-detection area A1, and the other areas become subject to detection, thus preventing false detection of railway users getting on and off trains while ensuring reliable detection of people, luggage, and other targets that enter the space between the platform door 3a and the platform edge. Therefore, this embodiment makes it possible to improve the safety of platform P where platform fences 3 are installed.

[0128] For example, in the monitoring system 10, the detection area setting unit 114 sets the entire detection area SR1 at the end of the platform when there is no train T on the platform P (see Figure 14B). This allows detection of targets in the space between the platform fence 3 and the end of the platform when there is no train T.

[0129] Furthermore, the detection area setting unit 114 sets a partial detection area SR2 at the edge of the platform after the train T has stopped at platform P and before the platform doors 3a open (see Figure 16A). In this way, the system can switch from the full detection area SR1 to the partial detection area SR2 while the platform doors 3a and train doors are closed.

[0130] Furthermore, the detection area setting unit 114 sets the entire detection area SR1 at the edge of the platform after the train doors of the train T stopped at platform P have closed, and before the platform doors 3a have closed (see Figure 16B). This allows the system to detect railway users approaching the train doors after they have closed and trigger the alarm device 6 to activate an alarm. Also, since the platform doors 3a close after the train doors have closed, this configuration prevents the detection target from being left behind between the train doors and the platform doors 3a.

[0131] Furthermore, the detection area setting unit 114 sets a full-area detection area SR1 at the end of the platform until the train T stops at the platform P, and switches the full-area detection area SR1 to a partial detection area SR2 before the train T stops and the platform doors 3a and train doors open.

[0132] Furthermore, the detection area setting unit 114 sets the area facing the vehicle door and platform door 3a (area A1) (see Figure 14D) as a non-detection area. This prevents false detection of passengers getting on or off the train.

[0133] Furthermore, when train T stops at platform P, the detection area switches from the full detection area SR1 to the partial detection area SR2, then the platform doors 3a open, and after the platform doors 3a open, the train doors open. If the train doors close after they have opened, the detection area switches from the partial detection area SR2 to the full detection area SR1, and then the platform doors 3a close.

[0134] Furthermore, the output unit 116 causes the alarm device 6 to activate an alarm when a target is detected in the whole detection area SR1 or the partial detection area SR2. This allows for constant monitoring of the area between the platform fence 3 and the platform edge, enabling station staff to respond quickly when a target is detected.

[0135] In the second embodiment described above, the control device 1 alone corresponds to the monitoring system according to the present invention. However, the monitoring system according to the present invention may include one or more components from among the control device 1, detection device 2, platform fence 3, system status indicator 5, alarm 6, track circuit 7, and storage device 8. For example, if the components of the control device 1, detection device 2, and platform fence 3 cooperate to share and execute the monitoring process, a system including multiple components that execute the process may constitute the monitoring system according to the present invention.

[0136] [Note 1 on the invention] The following is an overview of the invention extracted from the first embodiment described above. Note that each configuration and processing function described below can be selected and combined as desired.

[0137] <Note 1> A monitoring system that monitors the edge of a platform at a railway station. A determination processing unit that determines the presence or absence of a train on the platform and its running status, A setting processing unit sets a first detection area that targets the entire end of the platform when the train is not stopped at the platform, and a second detection area that targets the portion of the end of the platform excluding the area facing the train's vehicle doors when the train is stopped at the platform. A monitoring system equipped with the following features.

[0138] <Note 2> The setting processing unit sets the first detection area at the end of the platform when the platform is in an absent state where the train is not present. The monitoring system described in Appendix 1.

[0139] <Note 3> The setting processing unit sets the second detection area at the edge of the platform after the train has stopped at the platform and before the train doors open. The monitoring system described in Appendix 1 or 2.

[0140] <Note 4> The setting processing unit sets the first detection area at the end of the platform after the train's doors have closed while the train is stopped at the platform and before the train departs. The monitoring system described in any of the appendices 1 to 3.

[0141] <Note 5> The setting processing unit sets the first detection area at the end of the platform until the train stops at the platform, and switches the first detection area to the second detection area before the train stops and the train doors open. A monitoring system as described in any of the appendices 1 to 4.

[0142] <Note 6> The setting processing unit sets the area facing the vehicle door as a non-detection area. A monitoring system as described in any of the appendices 1 to 5.

[0143] <Note 7> The setting processing unit changes the width of at least one of the first detection area and the second detection area in the direction facing the train, depending on the time of day. A monitoring system as described in any of the appendices 1 to 6.

[0144] <Note 8> The setting processing unit makes the width of the second detection area during rush hour narrower than the width of the second detection area during non-rush hour hours. The monitoring system described in Appendix 7.

[0145] <Note 9> The setting processing unit changes the width of the non-detection area in the direction in which the train track extends, depending on the time of day. The monitoring system described in Appendix 6.

[0146] <Note 10> The setting processing unit makes the width of the non-detection area during rush hour wider than the width of the non-detection area during non-rush hour. The monitoring system described in Appendix 9.

[0147] <Note 11> The system further includes an output processing unit that causes the alarm device to perform an alarm operation when a detection target is detected in the first detection area or the second detection area. A monitoring system as described in any of the appendices 1 to 10.

[0148] [Note 2 on the Invention] The following is an overview of the invention extracted from the second embodiment described above. Note that each configuration and processing function described below can be selected and combined as desired.

[0149] <Note 1> A monitoring system for monitoring the platform edge of a platform equipped with platform screen doors that can be opened and closed at a railway station, A determination processing unit that determines the presence or absence of a train on the platform, its running status, and the open / closed status of the platform doors, A setting processing unit sets a first detection area that targets the entire area between the platform fence and the edge of the platform when the train is not stopped at the platform and the platform doors are closed, and sets a second detection area that targets the area between the platform fence and the edge of the platform, excluding the area facing the train's vehicle doors and the platform doors when the train is stopped at the platform and the platform doors are open. A monitoring system equipped with the following features.

[0150] <Note 2> The setting processing unit sets the first detection area at the end of the platform when the platform is in an absent state where the train is not present. The monitoring system described in Appendix 1.

[0151] <Note 3> The setting processing unit sets the second detection area at the edge of the platform after the train has stopped at the platform and before the platform doors open. The monitoring system described in Appendix 1 or 2.

[0152] <Note 4> The setting processing unit sets the first detection area at the edge of the platform after the train doors of the train stopped at the platform have closed and before the platform doors have closed. The monitoring system described in any of the appendices 1 to 3.

[0153] <Note 5> The setting processing unit sets the first detection area at the end of the platform until the train stops at the platform, and switches the first detection area to the second detection area before the train stops and the platform doors and train doors open. A monitoring system as described in any of the appendices 1 to 4.

[0154] <Note 6> The setting processing unit sets the area facing the vehicle door and the platform door as a non-detection area. A monitoring system as described in any of the appendices 1 to 5.

[0155] <Note 7> When the train stops at the platform, the system switches from the first detection area to the second detection area, the platform doors are opened, and after the platform doors are opened, the train doors are opened. A monitoring system as described in any of the appendices 1 to 6.

[0156] <Note 8> Furthermore, if the vehicle door is closed after it has been opened, the system switches from the second detection area to the first detection area, and then the platform door is closed. The monitoring system described in Appendix 7.

[0157] <Note 9> The system further includes an output processing unit that causes the alarm device to perform an alarm operation when a detection target is detected in the entire detection area or the partial detection area. A monitoring system as described in any of the appendices 1 to 8. [Explanation of Symbols]

[0158] 1: Control device 2: Detection device 3: Home plate fence 3a: Platform screen doors 5: System status indicator 6:Alarm 7: Track circuit 8: Storage device 10: Surveillance system 11: Control Unit 12: Storage section 13: Operation display section 14: Communications Department 111: Data acquisition unit 112: Orbit information acquisition section 113: State determination unit 114: Detection area setting unit 115: Detection unit 116: Output section A1: Non-detection area C: Vehicle P: Platform R: orbit SL: Scanning light SR1: Full-area detection area SR2: Partial detection area Sr: Scanning range T:train YL: Landmark line

Claims

1. A monitoring system that monitors the edge of a platform at a railway station, A determination processing unit that determines the presence or absence of a train on the platform and its running status, A setting processing unit sets a first detection area that targets the entire end of the platform when the train is not stopped at the platform, and sets a second detection area that targets the portion of the end of the platform excluding the area facing the train's vehicle doors when the train is stopped at the platform. A monitoring system equipped with the following features.

2. The setting processing unit sets the first detection area at the end of the platform when the platform is in an absent state where the train is not present. The monitoring system according to claim 1.

3. The setting processing unit sets the second detection area at the edge of the platform after the train has stopped at the platform and before the train doors open. The monitoring system according to claim 1.

4. The setting processing unit sets the first detection area at the end of the platform after the train's doors have closed while the train is stopped at the platform and before the train departs. The monitoring system according to claim 1.

5. The setting processing unit sets the first detection area at the end of the platform until the train stops at the platform, and switches the first detection area to the second detection area before the train stops and the train doors open. The monitoring system according to claim 1.

6. The setting processing unit sets the area facing the vehicle door as a non-detection area. The monitoring system according to claim 1.

7. The setting processing unit changes the width of at least one of the first detection area and the second detection area in the direction facing the train, depending on the time of day. The monitoring system according to claim 1.

8. The setting processing unit makes the width of the second detection area during rush hour narrower than the width of the second detection area during non-rush hour times. The monitoring system according to claim 7.

9. The setting processing unit changes the width of the non-detection area in the direction in which the train track extends, depending on the time of day. The monitoring system according to claim 6.

10. The setting processing unit makes the width of the non-detection area during rush hour wider than the width of the non-detection area during non-rush hour. The monitoring system according to claim 9.

11. The system further includes an output processing unit that causes the alarm device to perform an alarm operation when a detection target is detected in the first detection area or the second detection area. A monitoring system according to any one of claims 1 to 10.

12. A monitoring method for monitoring the edge of a platform at a railway station, To determine the presence or absence of trains on the platform and their running status, When the train is not stopped at the platform, a first detection area is set to detect the entire end of the platform, and when the train is stopped at the platform, a second detection area is set to detect the portion of the end of the platform excluding the area facing the train's vehicle doors. A monitoring method performed by one or more processors.

13. A monitoring program that monitors the edge of a platform at a railway station. To determine the presence or absence of trains on the platform and their running status, When the train is not stopped at the platform, a first detection area is set to detect the entire end of the platform, and when the train is stopped at the platform, a second detection area is set to detect the portion of the end of the platform excluding the area facing the train's vehicle doors. A monitoring program that causes one or more processors to run.

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