Monitoring system, monitoring method, and monitoring program

Abstract

This invention provides a monitoring system, monitoring method, and monitoring program that can prevent monitoring errors when railway vehicles are operated by a two-person crew in a platform monitoring system. [Solution] The control device 1 includes a monitoring setting unit 114 that sets a monitoring mode that performs an alarm operation when a detection target is detected in a detection area set at the end of the platform, a reception unit 115 that receives a deactivation operation from the railway operator to deactivate the monitoring mode, and a detection unit 116 that stops the detection processing for the detection area when the reception unit 115 receives the deactivation operation, and executes the detection processing when the train leaves the railway station.

Description

[Technical Field]

[0001] The present invention relates to a technology for monitoring platforms of railway stations. [Background Art]

[0002] Conventionally, in order to prevent collision accidents between passengers and railway vehicles (trains) at railway stations, a technology has been proposed that uses sensors installed above the station platform or other locations to detect obstacles such as people or objects present near the vehicles at the platform edge and issue an alarm (see, for example, Patent Documents 1 and 2). [Prior Art Documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2020-19374 [Patent Document 2] Japanese Unexamined Patent Application Publication No. Hei 8-58587 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] According to the above conventional technology, obstacles can be detected by sensors even when the driver cannot visually check them, so it is particularly effective for one-man operation routes (one-man lines) where trains are operated only by the driver (one-man operation). However, in the above conventional technology, for example, when a two-man operation system is adopted in which a driver and a conductor both ride on the vehicle for operation, when the train departs from the station (leaves the station), the conductor leans out from the window of the conductor's compartment to visually check the platform. In this case, a part of the conductor's body (head, hands, etc.) is detected by the sensor, resulting in monitoring errors such as false alarms or emergency stops made by the driver.

[0005] An object of the present invention is to provide a monitoring system, a monitoring method, and a monitoring program capable of preventing the occurrence of monitoring errors when a railway vehicle adopts a two-man operation system in a system for monitoring a platform. [Means for solving the problem]

[0006] The monitoring system according to the present invention is a system for monitoring the platform end of a railway station platform. The monitoring system comprises a setting processing unit that sets a monitoring mode which performs an alarm operation when a detection target is detected in a detection area set at the platform end; a receiving processing unit that receives a deactivation operation from a railway operator to deactivate the monitoring mode; and a detection processing unit that stops the detection process for the detection area when the receiving processing unit receives the deactivation operation and executes the detection process when a train departs the railway station.

[0007] The monitoring method according to the present invention is a method for monitoring the platform end of a railway station platform. In the monitoring method, one or more processors perform the following actions: setting a monitoring mode that performs an alarm operation when a detection target is detected in a detection area set at the platform end; receiving a deactivation operation from the railway operator to deactivate the monitoring mode; stopping the detection process for the detection area when the deactivation operation is received, and resuming the detection process when a train departs the railway station.

[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: set a monitoring mode that performs an alarm action when a detection target is detected in a detection area set at the platform edge; receive a deactivation operation from a railway operator to deactivate the monitoring mode; and stop the detection processing for the detection area when the deactivation operation is received, and execute the detection processing when a train departs the railway station. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a monitoring system, a monitoring method, and a monitoring program that can prevent monitoring errors from occurring when railway vehicles are operated by a two-person crew in a platform monitoring system. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a schematic diagram showing the overall configuration of a monitoring system according to an embodiment of the present invention. [Figure 2] Figure 2 is a functional block diagram showing the configuration of a monitoring system according to an embodiment of the present invention. [Figure 3] Figure 3 shows an example of the arrangement of detection sensors in an obstacle detection device according to an embodiment of the present invention. [Figure 4] Figure 4 shows an example of the arrangement of detection sensors in an obstacle detection device according to an embodiment of the present invention. [Figure 5] Figure 5 shows an example of the arrangement of detection sensors in a vehicle detection device according to an embodiment of the present invention. [Figure 6] Figure 6 shows an example of the arrangement of an obstacle detection device, vehicle detection device, monitoring switching device, alarm device, and system status indicator according to an embodiment of the present invention. [Figure 7] Figure 7 is an external view showing the configuration of a monitoring switching device according to an embodiment of the present invention. [Figure 8] Figure 8 is an external view showing the configuration of a system status indicator according to an embodiment of the present invention. [Figure 9] Figure 9 is an external view showing the configuration of an alarm device according to an embodiment of the present invention. [Figure 10] Figure 10 shows an example of setting information according to an embodiment of the present invention. [Figure 11A] Figure 11A shows the train entering the station according to an embodiment of the present invention. [Figure 11B] Figure 11B shows the stopped state of a train according to an embodiment of the present invention. [Figure 11C] Figure 11C shows the departure state of a train according to an embodiment of the present invention. [Figure 11D]FIG. 11D is a diagram illustrating the absence state of a train according to an embodiment of the present invention. [Figure 12A] FIG. 12A is a diagram illustrating a setting state of a detection area when no train is present according to an embodiment of the present invention. [Figure 12B] FIG. 12B is a diagram illustrating a setting state of a detection area when no train is present according to an embodiment of the present invention. [Figure 12C] FIG. 12C is a diagram illustrating a setting state of a detection area when a train enters the track according to an embodiment of the present invention. [Figure 12D] FIG. 12D is a diagram illustrating a setting state of a detection area when a train is stopped according to an embodiment of the present invention. [Figure 12E] FIG. 12E is a diagram illustrating a setting state of a detection area when a train departs (in one-person operation mode) according to an embodiment of the present invention. [Figure 12F] FIG. 12F is a diagram illustrating a setting state of a detection area when a train departs (in two-person operation mode) according to an embodiment of the present invention. [Figure 13] FIG. 13 is a timing chart illustrating switching timings of detection areas according to an embodiment of the present invention. [Figure 14] FIG. 14 is a flowchart illustrating an example of a procedure of monitoring processing executed by a monitoring system according to an embodiment of the present invention. [Figure 15A] FIG. 15A is a diagram illustrating an example of setting a detection area according to another embodiment of the present invention. [Figure 15B] FIG. 15B is a diagram illustrating an example of setting a detection area according to another embodiment of the present invention. [Figure 15C] FIG. 15C is a diagram illustrating an example of setting a detection area according to another embodiment of the present invention. [Figure 15D] FIG. 15D is a diagram illustrating an example of setting a detection area according to another embodiment of the present invention. [Figure 15E] FIG. 15E is a diagram illustrating an example of setting a detection area according to another embodiment of the present invention. DESCRIPTION OF EMBODIMENTS

[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 (the left-right direction in Figures 3, 6, 11, and 12, and the perpendicular direction in Figures 4 and 5). The longitudinal direction is approximately parallel to the extension direction of the track R adjacent to platform P, and to the length direction of the vehicle C on track R. "Width direction" refers to the width direction of platform P (the up-down direction in Figure 12, etc., and the left-right direction in Figure 4, etc.). The width direction is approximately parallel to the gauge direction of the track R adjacent to platform P, and to the width direction of the vehicle C on track R. "Upward direction" refers to the direction above platform P (the upward direction in Figures 3 and 4, etc.). In Figures 11 and 12, 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 Figure 11D and the "occupied state" shown in Figures 11A to 11C. 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 platform P (see Figure 3). The occupied state includes the stationary state where train T is stopped on track R (see Figure 11B), and in the stationary state, railway users step over the gap formed between platform P and the train's carriage C to board train T from the top of platform P, or disembark from train T onto the top of platform P (see Figure 4).

[0015] As shown in Figure 12, 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] [Monitoring System 10] The monitoring system 10 is applied to a railway station equipped with a platform P and monitors the platform edge of platform P. The objects to be monitored are obstacles such as people (railway users) and 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. When no train T is stopped at platform P, the monitoring system 10 sets a full-area detection area SR1, which is the detection area for the entire platform edge, and when a train T is stopped at platform P, it sets a partial detection area SR2, which is the detection area for the portion of the platform edge excluding the area facing the train doors of the train T (non-detection area A1).

[0017] The track state R includes the states of absence, presence, entry, stopped, and departure. "Absence" indicates that train T is not present at the station (platform P) (Figures 12A and 12B, and periods other than t1-t8 in Figure 13). "Presence" indicates that train T is present at the station (Figures 12C-12F, and periods t1-t8 in Figure 13). "Entry" indicates that train T is entering and running on the station (Figures 12C, and periods t1-t2 in Figure 13). "Stopped" indicates that train T is stopped at the station (Figures 12D, and periods t2-t7 in Figure 13). "Departure" indicates that train T is leaving the station and running on the track (Figures 12E and 12F, and periods t7-t8 in Figure 13). The entry, stopped, and departure states are included in the presence state.

[0018] Furthermore, as shown in Figures 1 and 2, the monitoring system 10 includes a control device 1, an obstacle detection device 2, a vehicle detection device 3, a monitoring switching device 4, a system status indicator 5, an alarm 6, a track circuit 7, and a storage device 8. The obstacle detection device 2, the vehicle detection device 3, the monitoring switching device 4, and the system status indicator 5 are installed on the platform P. For example, the obstacle detection device 2 and the vehicle detection device 3 are installed above the platform P (such as on the roof of the station building) (see Figures 3 to 6). The monitoring switching device 4 is installed at one end of the platform P (on the side of the last car of the train T, on the rear side in the direction of travel of the train T), and the system status indicator 5 is installed at the other end of the platform P (on the side of the first car of the train T, on the front side in the direction of travel of the train T) (see Figure 6). The alarm 6 is installed on the track R in the direction of travel of the train T (see Figure 6). The obstacle detection device 2, vehicle detection device 3, monitoring switching device 4, system status indicator 5, alarm device 6, track circuit 7, and storage device 8 are each connected to the control device 1.

[0019] As shown in Figures 3 and 6, the obstacle detection device 2 is installed above platform P, along the longitudinal edge of platform P, and has multiple detection sensors (e.g., 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 (the direction of travel of train T). For example, the multiple detection sensors 2a, 2b, 2c, 2d are arranged in a line at intervals corresponding to the number of cars in train T that stop at the railway station.

[0020] 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.

[0021] The light-emitting unit emits scanning light SL (see Figures 3 and 4), 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 obstacle exists within the scanning range Sr, the scanning light SL is reflected by the obstacle. The light-receiving unit receives the reflected light of the scanning light SL. The detection unit detects whether or not an obstacle exists 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 obstacle 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.

[0022] 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 a detection area (monitoring area) (full-area detection area SR1, as shown in Figure 12B, 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.

[0023] Each of the detection sensors 2a, 2b, 2c, and 2d outputs a detection signal when it detects the presence of an obstruction within the entire detection area SR1 set at the end of the platform.

[0024] 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).

[0025] 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.

[0026] Each of the detection sensors 2a, 2b, 2c, and 2d has a monitoring area (detection area) that is at least the length of one vehicle in the longitudinal direction.

[0027] 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.

[0028] As shown in Figure 2, the control device 1 is connected to the obstacle detection device 2 and detects obstacles (people, objects, etc.) at the platform edge of platform P (an example of the detection target in this invention) based on the detection results output from the obstacle detection device 2. When the control device 1 detects an obstacle, it performs an alarm operation, such as notifying the system status indicator 5 and the alarm device 6, in order to inform the relevant parties.

[0029] As shown in Figures 5, 6, and 11, the vehicle detection device 3 is installed on the roof at both ends of the longitudinal direction of the platform P and detects the presence or absence of the top or side of a vehicle C. For example, as shown in Figure 6, a front detection sensor 3a is installed at one end of the longitudinal direction of the platform P (the left end of the page in Figure 6), and a rear detection sensor 3b is installed at the other end of the longitudinal direction (the right end of the page in Figure 6). The front detection sensor 3a and the rear detection sensor 3b detect the presence or absence of a vehicle C by, for example, emitting laser light LL (see Figure 5) in the width direction and receiving the laser light LL reflected by the vehicle C. The front detection sensor 3a and the rear detection sensor 3b each detect the presence or absence of a vehicle C and transmit a detection signal to the control device 1. The front detection sensor 3a and the rear detection sensor 3b may have the same configuration as the detection sensors of the obstacle detection device 2. In addition, the vehicle detection device 3 may have one or more intermediate detection sensors installed between the front detection sensor 3a and the rear detection sensor 3b.

[0030] The monitoring switching device 4 is a device for deactivating the monitoring mode. Furthermore, the monitoring switching device 4 is a device for switching the operation system of train T from a one-man operation mode to a two-man operation mode. The monitoring switching device 4 is an example of an operating device of the present invention.

[0031] Figure 7 shows an example of the configuration of the monitoring switching device 4. Here, the operating system includes a one-man system in which a driver is on board train T and operates train T alone, and a two-man system in which a driver and a conductor are on board train T, with the driver performing driving operations in the leading car of train T and the conductor performing safety checks etc. in the last car of train T.

[0032] As shown in Figure 7, the monitoring switching device 4 is equipped with a changeover switch 41 that can switch between, for example, a one-man operation mode and a two-man operation mode. For example, the monitoring switching device 4 is initially set to the one-man operation mode, and switches to the two-man operation mode when the conductor presses the changeover switch 41. In another embodiment, the monitoring switching device 4 may alternately switch between the one-man operation mode and the two-man operation mode each time a railway operator (driver, conductor, etc.) presses the changeover switch 41.

[0033] Furthermore, the monitoring switching device 4 includes a monitoring status display unit 42 that indicates that the system is in one-man operation mode (monitoring mode is set (enabled)) and a monitoring stop status display unit 43 that indicates that the system is in two-man operation mode (monitoring mode is stopped (disabled)). When the system is set to one-man operation mode (monitoring mode is set (enabled)), the monitoring switching device 4 lights up the monitoring status display unit 42 and turns off the monitoring stop status display unit 43. Conversely, when the system is set to two-man operation mode (monitoring mode is stopped (disabled)), the monitoring switching device 4 turns off the monitoring status display unit 42 and lights up the monitoring stop status display unit 43. Figure 7 shows the state when the conductor presses the changeover switch 41 to switch to two-man operation mode (monitoring mode set to "stopped").

[0034] The system status indicator 5 displays the location where an obstacle was detected and the details of any abnormalities that occurred in the detection sensors of the obstacle detection device 2. Figure 8 shows an example of the configuration of the system status indicator 5. The system status indicator 5 is equipped with multiple display units 51 corresponding to each of the multiple detection sensors. In the example shown in Figure 8, eight display units corresponding to eight detection sensors are shown, making it possible to handle trains with up to eight cars. The system status indicator 5 lights up the display unit 51 of the vehicle number corresponding to the detection sensor that detected the obstacle, according to the information notified from the control device 1. In Figure 8, the detection sensor 2b corresponding to the second car C has detected an obstacle, and the display unit 51 for "2" is lit.

[0035] Furthermore, if a malfunction or other abnormality occurs in a detection sensor, the system status indicator 5 may flash the display unit 51 corresponding to the detection sensor that has malfunctioned.

[0036] By checking the system status indicator 5, the driver can determine the presence or absence of obstacles, the status of the detection sensors (normal or abnormal), and other relevant information.

[0037] The alarm device 6 displays the status (normal or abnormal) of the platform P monitoring system (monitoring system 10), the detection status of obstructions (detected or not detected), and the operating system mode (one-man operation mode or two-man operation mode). Figure 9 shows an example of the configuration of the alarm device 6. The alarm device 6 is equipped with multiple light-emitting units 61 that emit light according to each of the above states. Specifically, the alarm device 6 is equipped with a red light-emitting unit 61a that lights up or flashes red light, a yellow light-emitting unit 61b that lights up or flashes yellow light, and a green light-emitting unit 61c that lights up or flashes green light. The alarm device 6 lights up, flashes, or turns off the red light-emitting unit 61a, yellow light-emitting unit 61b, and green light-emitting unit 61c according to the information (light-emitting command) corresponding to each of the above states notified from the control device 1.

[0038] Figure 10 shows setting information D1 for each of the red light-emitting unit 61a (red light), yellow light-emitting unit 61b (yellow light), and green light-emitting unit 61c (green light), regarding lighting, extinguishing, and flashing according to the status of the monitoring system 10 (normal or abnormal), the detection status of obstacles (detected or not detected), and the operating system mode (one-man operation mode or two-man operation mode). Setting information D1 is registered in advance, for example, by the railway operations manager. Based on the setting information D1, the control device 1 outputs a light emission command to the alarm device 6.

[0039] 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 area is the track R adjacent to the platform P.

[0040] The storage device 8 is connected to the control device 1 and stores, for example, RAW data received from the obstacle detection device 2, log data such as monitoring results, and other similar data.

[0041] [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.

[0042] The communication unit 14 is a communication interface that connects the control device 1 to a network by wire or wireless and performs data communication in accordance with a predetermined communication protocol with external devices such as the obstacle detection device 2, vehicle detection device 3, monitoring switching device 4, system status indicator 5, alarm device 6, track circuit 7, and storage device 8 via the network.

[0043] 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.

[0044] 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. For example, data acquired from the obstacle detection device 2, the vehicle detection device 3, and the monitoring switching device 4 are stored in the storage unit 12.

[0045] Furthermore, the storage unit 12 stores control programs, such as monitoring programs, that cause the control unit 11 to execute the monitoring process described later (see Figure 14). For example, the control programs are non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, and are 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.

[0046] 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.

[0047] Specifically, as shown in Figure 2, the control unit 11 includes various processing units such as a data acquisition unit 111, a state determination unit 112, a detection area setting unit 113, a monitoring setting unit 114, a reception unit 115, a detection unit 116, and an output unit 117. 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 the processing units may be composed of electronic circuits. The control program may also be a program that causes multiple processors to function as processing units.

[0048] The data acquisition unit 111 acquires detection results from the obstacle detection device 2. Specifically, the data acquisition unit 111 acquires detection signals from each of the detection sensors 2a, 2b, 2c, and 2d (see Figure 3, etc.) when an obstacle (person, object, etc.) is detected in the detection area (described later). The data acquisition unit 111 also acquires detection results from the vehicle detection device 3. Specifically, the data acquisition unit 111 acquires detection signals from each of the front detection sensor 3a and rear detection sensor 3b (see Figure 5) when a vehicle C is detected.

[0049] Furthermore, the data acquisition unit 111 acquires vehicle information of train T entering the railway station, as well as timetable information including weekday and weekend / holiday operating timetable data.

[0050] The status determination unit 112 determines the status of the station (platform P) (the presence or absence of train T, and its running status). Specifically, the status determination unit 112 determines, based on the detection signal acquired from the vehicle detection device 3, whether train T is not present at the station (platform P) (absence state) or whether train T is present at the station (platform P) (occupancy state). Furthermore, if train T is in the occupancy state, the status determination unit 112 determines whether train T is entering the station (platform P) (entry state), whether train T is stopped at the station (platform P) (stopped state), or whether train T is leaving the station (platform P) (departure state).

[0051] Figures 11A to 11D show specific examples of the entry state, stopped state, departure state, and absence state. For the sake of explanation, Figure 11 shows only the lead car C1 and the last car C4 of a four-car train T. For example, when train T enters the station (see Figure 11A), the rear detection sensor 3b detects the lead car C1. In this case, the front detection sensor 3a is "OFF" and the rear detection sensor 3b is "ON", so the state determination unit 112 determines that it is in the "entry state". Subsequently, when train T enters the station and stops (see Figure 11B), the front detection sensor 3a detects the lead car C1 and the rear detection sensor 3b detects the last car C4. In this case, both the front detection sensor 3a and the rear detection sensor 3b are "ON", so the state determination unit 112 determines that it is in the "stopped state". Next, when train T departs (moves out of) the station (see Figure 11C), the front detection sensor 3a detects the train, while the rear detection sensor 3b stops detecting the train. In this case, since the front detection sensor 3a is "ON" and the rear detection sensor 3b is "OFF", the state determination unit 112 determines that it is in a "departure state". Next, when train T has finished moving out of the station (see Figure 11D), both the front detection sensor 3a and the rear detection sensor 3b stop detecting the train. In this case, since both the front detection sensor 3a and the rear detection sensor 3b are "OFF", the state determination unit 112 determines that it is in an "absence state".

[0052] In another embodiment, the state determination unit 112 may determine the state of the station (platform P) using information indicating the state of the track R obtained from the track circuit 7.

[0053] The detection area setting unit 113 sets a detection area for each of the detection sensors 2a, 2b, 2c, and 2d based on the determination result of the state determination unit 112 (the presence or absence status of train T and its running status). The detection area setting unit 113 also switches the pattern of the detection area according to the presence or absence status and running status of train T.

[0054] The detection area setting unit 113 sets a detection area at the edge of the platform P, for example, in the area between the marker line YL and the edge of the platform. Multiple patterns are included in the detection area. For example, the detection area setting unit 113 sets the entire detection area SR1 when the train T is absent or in motion (entering or leaving the track), and sets the partial detection area SR2 when the train T is stopped and the vehicle doors are open. The method of setting the detection area by the detection area setting unit 113 will be described later.

[0055] The monitoring setting unit 114 sets a monitoring mode that triggers an alarm (described later) when an obstruction is detected in the detection area set at the edge of platform P. Specifically, the monitoring setting unit 114 sets the monitoring mode (sets the monitoring mode to "enabled") or deactivates the monitoring mode (sets the monitoring mode to "disabled"). For example, the monitoring setting unit 114 sets the monitoring mode in its initial state, and deactivates the monitoring mode when the reception unit 115 receives a deactivation operation from a railway operator (e.g., a conductor).

[0056] In a one-man operation, for example, once boarding and alighting from train T is complete at platform P and the train doors close, the driver is required to keep their eyes focused forward, and therefore cannot visually check platform P while train T is departing. In a one-man operation, by setting the monitoring mode (setting the monitoring mode to "enabled"), the obstacle detection device 2 becomes capable of detecting obstacles within the detection area on platform P.

[0057] In contrast, with a two-person crew, the conductor in the rear car of the train (for example, the last car) can visually check the platform P. For example, the conductor leans out of the window of the conductor's compartment to visually check the platform P. In this case, if the monitoring mode is set, part of the conductor's body (head, hands, etc.) may enter the detection area and be detected as an obstruction, resulting in the aforementioned monitoring error.

[0058] Therefore, the monitoring setting unit 114 sets the monitoring mode when the train T is operating under a one-man system, and deactivates the monitoring mode when the train T is operating under a two-man system. For example, if the conductor presses the changeover switch 41 of the monitoring switching device 4 while the system is set to one-man system (one-man system mode), the monitoring setting unit 114 switches to the two-man system mode and deactivates the monitoring mode. After switching to the two-man system mode, the monitoring setting unit 114 will then switch back to the one-man system mode and reset the monitoring mode if predetermined conditions are met. For example, the monitoring setting unit 114 switches back to the one-man system mode and resets the monitoring mode (enables the monitoring mode) when the train T leaves the station and becomes unoccupied (see Figure 11D), or when a predetermined amount of time has elapsed since it became unoccupied. More specifically, the monitoring setting unit 114 may reset the monitoring mode at the moment when the train T leaves the station and the front detection sensor 3a stops detecting the vehicle (turns OFF).

[0059] Thus, the monitoring setting unit 114 sets the monitoring mode and causes the obstacle detection device 2 to execute detection processing when there is no railway operator (e.g., a conductor) on board the train T who can visually confirm the platform P from the rear vehicle (e.g., in a one-man operation). Conversely, the monitoring setting unit 114 deactivates the monitoring mode and stops the detection processing by the obstacle detection device 2 when there is a railway operator on board the train T who can visually confirm the platform P from the rear vehicle (e.g., in a two-man operation).

[0060] The detection unit 116, based on the output data acquired from the obstruction detection device 2 by the data acquisition unit 111, executes a process (detection process) to determine the presence or absence of obstructions (railway users, objects, etc.) at the edge of the platform in the detection area set by the detection area setting unit 113, according to a predetermined judgment logic. The detection unit 116 also executes the detection process when the monitoring mode is set, and stops the detection process when the monitoring mode is deactivated.

[0061] For example, the detection unit 116 executes detection processing when monitoring mode is set, and stops detection processing when the reception unit 115 receives a deactivation operation from the railway operator to deactivate monitoring mode (when the conductor presses the changeover switch 41 of the monitoring changeover device 4). In addition, the detection unit 116 sets monitoring mode and executes detection processing when train T leaves the station (becomes unoccupied).

[0062] The output unit 117 outputs a command to the system status indicator 5 and the alarm device 6 to activate an alarm when the detection unit 116 detects an obstruction. For example, if an obstruction is detected in the detection area of ​​the second vehicle C2, the output unit 117 lights up the "2" display unit 51 on the system status indicator 5 that corresponds to the second vehicle (see Figure 8). The output unit 117 also makes the red light-emitting unit 61a (red light) of the alarm device 6 flash (see Figure 9). The output unit 117 also outputs the detection result and other information to the operation display unit 13 of the control device 1. The operation display unit 13 may be a display device (user terminal) connected to the control device 1.

[0063] [How to set the detection area] The following describes a specific example of how to set the detection area. Figure 12A shows a state where no detection area has been set. When the train T is absent, the detection area setting unit 113 sets the entire detection area SR1, which includes the entire longitudinal area of ​​the platform edge on platform P, as shown in Figure 12B. The detection area setting unit 113 also sets the entire 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 onto the track R from the platform edge, even when the train T is absent from the platform. The detection area setting unit 113 sets the entire detection area SR1 by turning on the detection sensors 2a, 2b, 2c, and 2d (monitoring state).

[0064] Furthermore, when train T enters the platform and becomes stationary, the detection area setting unit 113 maintains the entire detection area SR1, as shown in Figure 12C. 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 entering (entering) platform P. The detection area setting unit 113 also maintains the entire detection area SR1 when train T is stopped. 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.

[0065] Furthermore, when the train T stops and the vehicle doors open, the detection area setting unit 113 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 12D. If the vehicle C has front and rear doors, the areas A1 opposite the front and rear doors are excluded from the detection area. In other words, the detection area setting unit 113 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 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 a detection 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. The detection area setting unit 113 may also set a partial detection area SR2 by masking area A1 from the entire detection area SR1.

[0066] Furthermore, when the departure time for train T arrives and the train doors are closed, the detection area setting unit 113 sets the entire detection area SR1 again, as shown in Figure 12E. 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). Once train T has departed the station and is no longer present, the detection area setting unit 113 maintains the entire detection area SR1, as shown in Figure 12B. 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.

[0067] Thus, the detection area setting unit 113 sets the entire detection area SR1 when train T is absent (see Figure 12B), 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 12C), and sets the partial detection area SR2 when train T is stopped and the vehicle doors are open (see Figure 12D). 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.

[0068] Here, when train T is stopped (see Figure 12D), if the conductor on board the last car C4 of train T gets off onto platform P and presses the changeover switch 41 (see Figure 7) of the monitoring switch 4, the monitoring setting unit 114 switches to two-person operation mode, cancels the monitoring mode, and stops the detection process by the obstacle detection device 2. For example, as shown in Figure 12F, the obstacle detection device 2 switches each detection sensor 2a, 2b, 2c, 2d to the OFF state (stopped state). Also, the detection area setting unit 113 cancels the detection area.

[0069] As a result, even if, for example, the departure time for train T arrives, the train doors close, train T begins to move out of the track, and the conductor leans out of the window of the conductor's compartment to visually check the platform P, no part of the conductor's body (head, hands, etc.) will be detected by the detection sensors 2a, 2b, 2c, and 2d. Therefore, monitoring errors such as false alarms or emergency stops by the driver can be prevented.

[0070] When the monitoring setting unit 114 cancels the monitoring mode and stops the detection process (sets to two-person operation mode), the output unit 117 broadcasts identification information that identifies that the monitoring mode has been canceled (that the detection process is stopped). Specifically, the output unit 117 broadcasts the identification information on the alarm 6. For example, the output unit 117 flashes the yellow light-emitting part 61b (yellow light) of the alarm 6 based on the setting information D1 (see "Two-person operation mode" in Figure 10). In this way, the output unit 117 displays the alarm 6 in a first mode (turns off the yellow light-emitting part 61b (yellow light)) when the monitoring mode is set, and displays the alarm 6 in a second mode (flashes the yellow light-emitting part 61b (yellow light)) when the monitoring mode is canceled.

[0071] Furthermore, the output unit 117 illuminates or flashes the green light-emitting unit 61c (green light) when the monitoring mode is set, illuminates or flashes the yellow light-emitting unit 61b (yellow light) when the monitoring mode is deactivated, and illuminates or flashes the red light-emitting unit 61a (red light) when an obstruction is detected while the monitoring mode is set. When the monitoring mode is deactivated, the output unit 117 illuminates or flashes the yellow light-emitting unit 61b (yellow light) and turns off both the green light-emitting unit 61c (green light) and the red light-emitting unit 61a (red light).

[0072] This allows the driver, for example, to determine the status of the monitoring mode (set or deactivated) by checking the display status of the warning device 6 after train T has started to depart the track. Furthermore, since multiple warning devices 6 are installed on the track R at positions corresponding to the total length of train T, the driver can monitor the status of the monitoring mode until train T has finished departing the station. For example, if the driver confirms that the yellow light-emitting part 61b (yellow lamp) is not lit or flashing, they can determine that the system is in one-man operation mode (monitoring mode is set), and if the yellow light-emitting part 61b is lit or flashing, they can determine that the system is in two-man operation mode (monitoring mode is deactivated).

[0073] Furthermore, once train T has departed the station and is no longer present, the monitoring setting unit 114 resets the monitoring mode and sets the entire detection area SR1 as shown in Figure 12B. In other words, when the monitoring setting unit 114 becomes no longer present, it switches back to the one-man operation mode. Thus, the monitoring setting unit 114 basically keeps the monitoring mode set, and when the conductor operates the monitoring switching device 4 to switch to the two-man operation mode while train T is stopped, it temporarily deactivates the monitoring mode only for the period while train T is out of the station. This prevents the monitoring mode from remaining deactivated after train T has departed.

[0074] [Detection area switching timing] Next, we will explain the details of setting the detection area and the switching timing. Figure 13 shows an example of a timing chart that shows the presence status of train T, its running status, the open / closed status of the train doors, and the setting status of the detection area.

[0075] For example, the detection area setting unit 113 sets a full-area detection area SR1 (see Figure 12B) 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 113 maintains the full-area detection area SR1 (see Figure 12C). Furthermore, when the train T that has entered the station stops at time t2, the detection area setting unit 113 maintains the full-area detection area SR1.

[0076] When the detection area setting unit 113 detects that train T has stopped at a station and receives a stop signal, it sets a partial detection area SR2 (see Figure 12D) at time t3. In other words, when the detection area setting unit 113 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 users even if they approach the train doors to board the train.

[0077] Subsequently, when the train doors open at time t4, the detection area setting unit 113 maintains the partial detection area SR2 (see Figure 12D). In this way, the detection area setting unit 113 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.

[0078] Subsequently, when the vehicle door closes at time t5, the detection area setting unit 113 receives the door closing signal and sets the full-area detection area SR1 (see Figure 12E) at time t6. In other words, when the detection area setting unit 113 detects that the vehicle door has closed, it switches from the partial detection area SR2 to the full-area detection area SR1.

[0079] Subsequently, when train T departs the track at time t7, the detection area setting unit 113 maintains the entire detection area SR1 (see Figure 12E). Also, when train T is absent at time t8, the detection area setting unit 113 maintains the entire detection area SR1 (see Figure 12B).

[0080] As described above, the detection area setting unit 113 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).

[0081] For example, if the conductor presses the changeover switch 41 (see Figure 7) of the monitoring changeover device 4 (at time t41) while train T is stopped and the vehicle doors are open (between time t4 and t5), the detection area setting unit 113 will deactivate the detection area. Subsequently, the detection area setting unit 113 will deactivate the detection area until train T departs and becomes absent (until time t8), and once it becomes absent (at time t8), it will set the entire detection area SR1. In this way, the detection area is deactivated from the time the changeover switch 41 is pressed until train T becomes absent (between time t41 and t8).

[0082] [Monitoring process] The monitoring process performed in the monitoring system 10 will now be described with reference to Figure 14. Specifically, in this embodiment, the monitoring process is performed by the control unit 11 of the control device 1.

[0083] Furthermore, the present invention can be understood as an invention of a monitoring method that performs one or more steps included in the monitoring process. The one or more steps included in the monitoring process described herein may be omitted as appropriate. The execution order of each step in the monitoring process may differ to the extent that similar effects are produced. Furthermore, although the case in this description uses the control unit 11 to execute each step in the monitoring process as an example, one or more processors may distribute and execute each step in the monitoring process. The monitoring method described herein is an example of a monitoring method of the present invention.

[0084] <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 detection signal received from the vehicle detection device 3 installed on platform P (see Figure 11A). 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 S17 to set up a full-area detection area SR1 at the end of platform P (see Figure 12B). This allows the full-area detection area SR1 to be set up before the train T enters the station.

[0085] When the control unit 11 sets the entire detection area SR1 at the end of the platform, if it detects an obstacle such as a person passing at the end of the platform or a person or object falling onto the track R from the end of the platform, it will light up the display unit 51 (see Figure 8) corresponding to the location of the obstacle on the system status display unit 5, flash the red light-emitting unit 61a (red light) (see Figure 9) of the alarm unit 6, sound a buzzer, or broadcast an audio announcement such as "It is dangerous, please stand behind the yellow line."

[0086] <Step S12> In step S12, the control unit 11 determines whether or not train T has stopped at the station. Based on the detection signal, the control unit 11 determines whether or not train T has stopped at the station (see Figure 11B). 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, that is, that train T is in the track state (running) (S12: No), it proceeds to step S17 to maintain the entire detection area SR1 (see Figure 12C).

[0087] <Step S13> In step S13, the control unit 11 sets a partial detection area SR2 (see Figure 12D) at the platform end of platform P. If a full detection area SR1 was set at the platform end (S17), the control unit 11 switches from the full detection area SR1 to the partial detection area SR2. When the train T stops, railway passengers waiting on platform P approach the train doors, but a non-detection area A1 (see Figure 12D) is formed in front of the train doors, thus preventing false detection of railway passengers approaching the train doors.

[0088] <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.

[0089] When the control unit 11 sets a partial detection area SR2 at the end of the platform, if it detects an obstruction within the partial detection area SR2, it will light up the display unit 51 on the system status display unit 5 according to the location of the obstruction, flash the alarm unit 6, sound a buzzer, or broadcast the aforementioned voice announcement.

[0090] <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.

[0091] <Step S16> In step S16, the control unit 11 determines whether or not it has received a switching operation to switch to the two-person system mode. Specifically, the control unit 11 receives the switching operation when the conductor presses the changeover switch 41 (see Figures 6 and 7) of the monitoring switching device 4 installed at the rear end of platform P. If the control unit 11 receives the switching operation (S16: Yes), it proceeds to step S161. On the other hand, if the control unit 11 does not receive the switching operation (S16: No), it proceeds to step S17. The order in which the determination process in step S15 and the determination process in step S16 occur does not matter.

[0092] <Step S17> In step S17, the control unit 11 sets up a full-area detection area SR1 (see Figure 12E) at the end of platform P. This allows the control unit 11 to detect, for example, a railway passenger approaching the train doors after they have closed, and to trigger an alarm operation on the system status indicator 5 and the alarm device 6. Once the full-area detection area SR1 is set up at the end of the platform, the train T departs and leaves the station. After step S17, the control unit 11 moves the process to step S18.

[0093] <Step S161> In step S161, the control unit 11 deactivates the monitoring mode. Specifically, the control unit 11 switches to the two-person operation mode and stops the detection process by the obstacle detection device 2. The control unit 11 also deactivates the detection area (see Figure 12F).

[0094] <Step S162> In step S162, the control unit 11 notifies that the monitoring mode is stopped. Specifically, the control unit 11 outputs identification information to the alarm device 6 that allows it to identify that the monitoring mode has been deactivated and stopped (that the detection process is stopped). Upon receiving the identification information, the alarm device 6 flashes the yellow light-emitting unit 61b (yellow lamp) (see Figures 9 and 10).

[0095] <Step S163> In step S163, the control unit 11 determines whether or not train T has left the station and is in an unoccupied state (see Figure 11D). If the control unit 11 determines that the station is unoccupied (S163: Yes), it proceeds to step S164. The control unit 11 maintains the stopped state of monitoring mode and flashes the yellow light-emitting unit 61b (yellow light) until the station is unoccupied.

[0096] <Step S164> In step S164, the control unit 11 switches to one-man operation mode. That is, the control unit 11 sets the entire detection area SR1 at the end of the platform (see Figure 12B) and resumes the detection process by the obstruction detection device 2. After step S164, the control unit 11 moves the process to step S18.

[0097] <Step S18> In step S18, 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 (S18:Yes), the control unit 11 terminates the monitoring process. On the other hand, if the last train of the day has not finished running (S18: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 full-area 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 full-area detection area SR1 (S11:No).

[0098] 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 monitoring process in the manner described above. In addition, the control unit 11 performs obstacle detection processing (monitoring processing) and notification processing (alarm operation) on platform P based on the detection area set by the monitoring process.

[0099] As explained above, the monitoring system 10 is a system that monitors the platform end of platform P at a railway station. Specifically, the monitoring system 10 sets a monitoring mode that triggers an alarm when an obstruction (detection target) is detected in the detection area set at the platform end. Furthermore, the monitoring system 10 stops the detection process for the detection area when it receives a deactivation operation from the railway operator to cancel the monitoring mode, and resumes the detection process when a train departs the railway station.

[0100] According to the above configuration, for example, when operating with a two-person crew, even if the conductor leans out of the window of the conductor's compartment to visually check the platform P, no part of the conductor's body (head, hands, etc.) will be detected by the detection sensor. This prevents monitoring errors such as false alarms or emergency stops by the driver.

[0101] Furthermore, the monitoring system 10 may accept the release operation when a railway operator (e.g., a conductor) operates a monitoring switching device 4 (operating device) (see Figure 7) installed on the platform P. By installing the monitoring switching device 4 on the platform P, the conductor can visually confirm the status of the platform P when performing the release operation. In other embodiments, the monitoring switching device 4 may be installed in the conductor's compartment or may be a portable terminal carried by the conductor.

[0102] Furthermore, if the detection process is stopped, the monitoring system 10 will broadcast identification information that indicates that the detection process is stopped. Specifically, if an alarm 6 that emits an alarm when an obstruction is detected is installed on the track R on which the train T is running, the monitoring system 10 will broadcast the identification information at the alarm 6.

[0103] For example, the monitoring system 10 displays the alarm 6 in a first mode when the monitoring mode is set, and displays the alarm 6 in a second mode when the monitoring mode is deactivated. More specifically, the alarm 6 has a red light-emitting section 61a (red light) that lights up or flashes red, a yellow light-emitting section 61b (yellow light) that lights up or flashes yellow, and a green light-emitting section 61c (green light) that lights up or flashes green. In this case, the monitoring system 10 lights up or flashes the green light-emitting section 61c when the monitoring mode is set, lights up or flashes the yellow light-emitting section 61b when the monitoring mode is deactivated, and lights up or flashes the red light-emitting section 61a when an obstruction is detected while the monitoring mode is set.

[0104] According to the above configuration, the driver can determine the monitoring mode setting status ("set" or "deactivated") and the obstacle detection status ("detected" or "not detected") by checking the alarm device 6.

[0105] Furthermore, if a monitoring switching device 4 that accepts a deactivation operation to deactivate the monitoring mode is installed on platform P, the monitoring system 10 may have the monitoring switching device 4 broadcast the identification information. Specifically, the monitoring system 10 displays the monitoring switching device 4 in a first manner when the monitoring mode is set, and displays the monitoring switching device 4 in a second manner when the monitoring mode is deactivated. For example, if the monitoring switching device 4 has a monitoring status display unit 42 and a monitoring stop status display unit 43 arranged on it (see Figure 7), the monitoring system 10 lights up or flashes the monitoring status display unit 42 when the monitoring mode is set, and lights up or flashes the monitoring stop status display unit 43 when the monitoring mode is deactivated. The monitoring switching device 4 is also equipped with a changeover switch 41 (operation button) for performing the deactivation operation, and the monitoring system 10 may light up or flash the monitoring stop status display unit 43 when the changeover switch 41 is operated by the conductor. This allows railway operators, such as train conductors, to understand the monitoring mode setting status ("enabled" or "deactivated") by checking the monitoring switch device 4.

[0106] [Other embodiments] The present invention is not limited to the embodiments described above, but may also be limited to the following embodiments.

[0107] For example, in a two-person operation mode, the detection unit 116 may control the detection state of each of the multiple detection sensors according to the departure status after the train T begins to leave the station (platform P). Specifically, the detection unit 116 stops the detection process of the first detection sensor that monitors the detection area corresponding to the position of the last car of the train T, and then executes the detection process of the remaining detection sensors excluding the first detection sensor. A specific example of the above detection process in a two-person operation mode will be explained below with reference to Figure 15.

[0108] Figure 15A shows the state where train T has stopped at platform P, passengers have finished boarding and alighting, the train doors have closed and the train is about to depart. In this case, the detection unit 116 sets only the detection sensor 2d corresponding to the last car C4 where the conductor is on board to the OFF state (stopped state), and sets the other detection sensors 2a, 2b, and 2c to the ON state (monitoring state). As a result, detection processing is performed in the partial detection area SR2 corresponding to detection sensors 2a, 2b, and 2c, and detection processing is stopped only in the detection area of ​​detection sensor 2d.

[0109] Subsequently, when train T moves and the last car C4 enters the detection area of ​​detection sensor 2c, as shown in Figure 15B, the detection unit 116 switches detection sensor 2c to the OFF state and detection sensor 2d to the ON state. As a result, detection processing is performed in the partial detection area SR2 corresponding to detection sensors 2a, 2b, and 2d, and detection processing is stopped only in the detection area of ​​detection sensor 2c.

[0110] Subsequently, when train T moves and the last car C4 enters the detection area of ​​detection sensor 2b, as shown in Figure 15C, the detection unit 116 switches detection sensor 2b to the OFF state and detection sensor 2c to the ON state. As a result, detection processing is performed in the partial detection area SR2 corresponding to detection sensors 2a, 2c, and 2d, and detection processing is stopped only in the detection area of ​​detection sensor 2b.

[0111] Subsequently, when train T moves and the last car C4 enters the detection area of ​​detection sensor 2a, as shown in Figure 15D, the detection unit 116 switches detection sensor 2a to the OFF state and detection sensor 2b to the ON state. As a result, detection processing is performed in the partial detection area SR2 corresponding to detection sensors 2b, 2c, and 2d, and detection processing is stopped only in the detection area of ​​detection sensor 2a.

[0112] Subsequently, when train T moves and the last car C4 leaves the detection area of ​​detection sensor 2a and becomes unoccupied, the system switches to one-man operation mode, and the detection unit 116 switches detection sensor 2a to the ON state, as shown in Figure 15E. As a result, detection processing is performed in the entire detection area SR1 corresponding to detection sensors 2a, 2b, 2c, and 2d.

[0113] Thus, the detection unit 116 may dynamically change the detection area (partial detection area SR2) according to the conductor's position. This prevents the aforementioned monitoring errors and minimizes the range in which the detection process is stopped, thereby improving safety on the platform P. The detection unit 116 can, for example, determine the amount of movement of the train T, the current position of the last car C4, etc., based on changes in the detection signal of the front detection sensor 3a of the vehicle detection device 3.

[0114] In the above configuration, the output unit 117 may further display in the alarm unit 6 which of the detection sensors 2a, 2b, 2c, and 2d are performing detection processing (ON state) and which are not performing detection processing (OFF state). For example, when detection sensor 2d is stopped (OFF state) (see Figure 15A), the output unit 117 flashes the yellow light-emitting part 61b (yellow lamp) of the first alarm unit 6 from platform P and lights up the yellow light-emitting parts 61b of the second to fourth alarm units 6. Subsequently, when detection sensor 2c is stopped (OFF state) (see Figure 15B), the output unit 117 flashes the yellow light-emitting part 61b (yellow lamp) of the second alarm unit 6 and lights up the yellow light-emitting parts 61b of the first, third, and fourth alarm units 6. Subsequently, when the detection sensor 2b is stopped (OFF state) (see Figure 15C), the output unit 117 flashes the yellow light 61b (yellow lamp) of the third alarm unit 6 and illuminates the yellow light 61b of the first, second, and fourth alarm units 6. Subsequently, when the detection sensor 2a is stopped (OFF state) (see Figure 15D), the output unit 117 flashes the yellow light 61b (yellow lamp) of the fourth alarm unit 6 and illuminates the yellow light 61b of the first to third alarm units 6. Subsequently, when train T has finished departing and the system switches to one-man operation mode (see Figure 15E), the output unit 117 turns off the yellow light 61b (yellow lamp) of all alarm units 6. This allows the driver to understand which detection areas are active and which are inactive (stopped) by checking the alarm units 6 when train T is departing.

[0115] In another embodiment, the detection area setting unit 113 may set the entire detection area SR1 in one-man operation mode, and also narrow the widthwise range of the detection area where the vehicle with the conductor (the last vehicle) is located. For example, the detection area setting unit 113 may set the detection area where the last vehicle is located by excluding a predetermined width from the edge of the platform (a width that prevents the conductor's body from entering the detection area).

[0116] In the embodiments described above, the detection process is stopped (monitoring mode is deactivated) in the two-person operation mode. However, in other embodiments, the control unit 11 may be configured to enable the detection process without stopping it, and if an obstruction is detected in the detection area where the vehicle carrying the conductor (the last vehicle) is located, the alarm operation (display on the system status indicator 5 and alarm 6) may be stopped. In other words, in the present invention, "deactivating monitoring mode" includes the process of stopping the detection process, the process of setting the detection sensor to the OFF state, and the process of setting the detection sensor to the ON state and stopping the alarm operation when an obstruction is detected.

[0117] In the embodiments 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, obstacle detection device 2, vehicle detection device 3, monitoring switching device 4, system status indicator 5, alarm device 6, track circuit 7, and storage device 8. For example, if the components of the control device 1, obstacle detection device 2, vehicle detection device 3, monitoring switching device 4, and alarm device 6 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.

[0118] [Notes on the invention] The following is an overview of the invention extracted from the above-described embodiments. Note that each configuration and processing function described below can be selected and combined as desired.

[0119] <Note 1> A monitoring system that monitors the edge of a platform at a railway station, A setting processing unit sets a monitoring mode that performs an alarm operation when a detection target is detected in the detection area set at the end of the platform, A reception processing unit that receives a deactivation operation from a railway operator to deactivate the monitoring mode, A detection processing unit which stops the detection process for the detection area when the reception processing unit receives the release operation, and executes the detection process when the train leaves the railway station, A monitoring system equipped with the following features.

[0120] <Note 2> The reception processing unit receives the release operation when the railway operator operates the operating device installed on the platform. The monitoring system described in Appendix 1.

[0121] <Note 3> The setting processing unit, when the detection process is stopped, will notify identification information that allows it to identify that the detection process is stopped. The monitoring system described in Appendix 1 or 2.

[0122] <Note 4> An alarm device is installed on the track on which the aforementioned train runs, which issues an alarm when the aforementioned object is detected. The setting processing unit causes the alarm to broadcast the identification information. The monitoring system described in Appendix 3.

[0123] <Note 5> The setting processing unit displays the alarm in a first manner when the monitoring mode is set, and displays the alarm in a second manner when the monitoring mode is deactivated. The monitoring system described in Appendix 4.

[0124] <Note 6> The alarm device includes a first display unit that lights up or flashes in a first color, a second display unit that lights up or flashes in a second color, and a third display unit that lights up or flashes in a third color. The setting processing unit illuminates or flashes the first display unit in the first color when the monitoring mode is set, illuminates or flashes the second display unit in the second color when the monitoring mode is deactivated, and illuminates or flashes the third display unit in the third color when the detection target is detected while the monitoring mode is set. The monitoring system described in Appendix 4 or 5.

[0125] <Note 7> An operating device for receiving the release operation is installed on the platform. The setting processing unit causes the operating device to broadcast the identification information. A monitoring system as described in any of the appendices 3 to 6.

[0126] <Note 8> The setting processing unit displays the operating device in a first mode when the monitoring mode is set, and displays the operating device in a second mode when the monitoring mode is deactivated. The monitoring system described in Appendix 7.

[0127] <Note 9> The aforementioned operating device includes a first display unit and a second display unit arranged in a row. The setting processing unit lights up or blinks the first display unit when the monitoring mode is set, and lights up or blinks the second display unit when the monitoring mode is deactivated. The monitoring system described in Appendix 7 or 8.

[0128] <Note 10> The aforementioned operating device is further equipped with an operating button for performing the aforementioned release operation. The setting processing unit illuminates or flashes the second display unit when the operation button is operated by the railway operator. The monitoring system described in Appendix 9.

[0129] <Note 11> On the platform, multiple detection sensors for detecting objects in the detection area are arranged in line with the direction of travel of the train. The detection processing unit controls the detection state of each of the plurality of detection sensors according to the departure status after the train starts to leave the railway station. A monitoring system as described in any of the appendices 1 to 10.

[0130] <Note 12> The detection processing unit stops the detection process of the first detection sensor, which monitors the detection area corresponding to the position of the last car of the train, and causes the detection processing of the remaining detection sensors, excluding the first detection sensor. The monitoring system described in Appendix 11.

[0131] <Note 13> A monitoring method for monitoring the edge of a platform at a railway station, A monitoring mode is set to activate an alarm when a detection target is detected in the detection area set at the end of the platform. The railway operator will accept a deactivation operation to disable the aforementioned monitoring mode, When the aforementioned release operation is received, the detection process for the detection area is stopped, and when the train departs the railway station, the detection process is executed. A monitoring method performed by one or more processors.

[0132] <Note 14> A monitoring program that monitors the edge of a platform at a railway station. A monitoring mode is set to activate an alarm when a detection target is detected in the detection area set at the end of the platform. The railway operator will accept a deactivation operation to disable the aforementioned monitoring mode, When the aforementioned release operation is received, the detection process for the detection area is stopped, and when the train departs the railway station, the detection process is executed. A monitoring program that causes one or more processors to run. [Explanation of symbols]

[0133] 1: Control device 2: Obstacle detection device 2a~2d: Detection sensors 3: Vehicle detection device 3a: Front detection sensor 3b: Rear detection sensor 4: Monitoring switching device 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 41: Changeover switch 42: Monitoring status display unit 43: Monitoring Stop Status Display Unit 51:Display section 61: Light-emitting part 61a: Red light-emitting part 61b: Yellow light-emitting part 61c: Green light-emitting part 111: Data acquisition unit 112: State determination unit 113: Detection area setting unit 114: Monitoring Settings Unit 115: Reception Department 116: Detection unit 117: Output section A1: Non-detection area C: Vehicle D1: Configuration Information LL: Laser light P: Platform R: orbit SL: Scanning light SR1: Full-area detection area SR2: Partial detection area Sr: Scanning range T: Train

Claims

1. A monitoring system that monitors the edge of a platform at a railway station, A setting processing unit sets a monitoring mode that performs an alarm operation when a detection target is detected in the detection area set at the end of the platform, A reception processing unit that receives a deactivation operation from a railway operator to deactivate the monitoring mode, A detection processing unit which stops the detection process for the detection area when the reception processing unit receives the release operation, and executes the detection process when the train leaves the railway station, A monitoring system equipped with the following features.

2. The reception processing unit receives the release operation when the railway operator operates the operating device installed on the platform. The monitoring system according to claim 1.

3. The setting processing unit, when the detection process is stopped, will notify identification information that allows it to identify that the detection process is stopped. The monitoring system according to claim 1.

4. An alarm device is installed on the track on which the aforementioned train runs, which issues an alarm when the aforementioned object is detected. The setting processing unit causes the alarm to broadcast the identification information. The monitoring system according to claim 3.

5. The setting processing unit displays the alarm in a first manner when the monitoring mode is set, and displays the alarm in a second manner when the monitoring mode is deactivated. The monitoring system according to claim 4.

6. The alarm device includes a first display unit that lights up or flashes in a first color, a second display unit that lights up or flashes in a second color, and a third display unit that lights up or flashes in a third color. The setting processing unit illuminates or flashes the first display unit in the first color when the monitoring mode is set, illuminates or flashes the second display unit in the second color when the monitoring mode is deactivated, and illuminates or flashes the third display unit in the third color when the detection target is detected while the monitoring mode is set. The monitoring system according to claim 4.

7. An operating device for receiving the release operation is installed on the platform. The setting processing unit causes the operating device to broadcast the identification information. The monitoring system according to claim 3.

8. The setting processing unit displays the operating device in a first mode when the monitoring mode is set, and displays the operating device in a second mode when the monitoring mode is deactivated. The monitoring system according to claim 7.

9. The aforementioned operating device includes a first display unit and a second display unit arranged in a row. The setting processing unit lights up or blinks the first display unit when the monitoring mode is set, and lights up or blinks the second display unit when the monitoring mode is deactivated. The monitoring system according to claim 7.

10. The aforementioned operating device is further equipped with an operating button for performing the aforementioned release operation. The setting processing unit lights up or flashes the second display unit when the operation button is operated by the railway operator. The monitoring system according to claim 9.

11. On the platform, multiple detection sensors for detecting objects in the detection area are arranged in line with the direction of travel of the train. The detection processing unit controls the detection state of each of the plurality of detection sensors according to the departure status after the train starts to leave the railway station. A monitoring system according to any one of claims 1 to 10.

12. The detection processing unit stops the detection process of the first detection sensor, which monitors the detection area corresponding to the position of the last car of the train, and causes the detection process of the remaining detection sensors, excluding the first detection sensor, to be executed. The monitoring system according to claim 11.

13. A monitoring method for monitoring the edge of a platform at a railway station, A monitoring mode is set to activate an alarm when a detection target is detected in the detection area set at the end of the platform. The railway operator will accept a deactivation operation to disable the aforementioned monitoring mode, When the aforementioned release operation is received, the detection process for the detection area is stopped, and when the train departs the railway station, the detection process is executed. A monitoring method performed by one or more processors.

14. A monitoring program that monitors the edge of a platform at a railway station. A monitoring mode is set to activate an alarm when a detection target is detected in the detection area set at the end of the platform. The railway operator will accept a deactivation operation to disable the aforementioned monitoring mode, When the aforementioned release operation is received, the detection process for the detection area is stopped, and when the train departs the railway station, the detection process is executed. A monitoring program that causes one or more processors to run.

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