Fall detection device, fall detection system, fall detection method, and fall detection program

Abstract

To provide a fall detection device which suppresses a false detection when detecting a fall into a clearance formed between a platform and a train.SOLUTION: A fall detection system 1 has a fall detection device 2 and an optical scanner 3. The fall detection device 2 comprises a fall detection area setting unit 23, an insensitive area setting unit 24, a monitoring unit 25 and a fall determination unit 26. The optical scanner 3 scans a scanning light SL to form a scanning range SR. The fall detection area setting unit 23 sets a fall detection area A1 in an area of the clearance 90 in the scanning range SR. The insensitive setting unit 24 sets an insensitive area A2 in an area neighboring a periphery A1a of a train side of the fall detection area A1 in the scanning range SR. The monitoring unit 25 monitors an invasion of an object into the insensitive area A2. Even when an invasion of an object is detected by the monitoring unit 25, the fall determination unit 26 does not determine it as a fall and when an object is detected in the fall detection area A1, determines that a fall into the clearance 90 occurs.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a fall detection device, a fall detection system, a fall detection method, and a fall detection program that detect a fall into a gap formed between a station platform and a train. [Background technology]

[0002] When a train is stopped at a station, passengers may accidentally fall into the gap formed between the platform and the train. As one type of system for detecting falls into gaps, there is known a system equipped with a laser scanner that is installed under the platform and forms a scanning range on a substantially horizontal plane. In this system, when the train stops, a fall detection area is set to the gap area within the scanning range. Until the train starts moving, the presence or absence of a fall is judged within the fall detection area.

[0003] There are two methods for deriving and setting the fall detection area: a static method and a dynamic method. In the static method, the fall detection area is derived in advance before the system goes into full operation and is stored in a memory unit. When the train stops, the fall detection area is read from the memory unit and set within the scanning range. Patent Document 1 discloses an example of a dynamic method. Each time a train stops, the distance from the laser scanner to the train is detected for each scan angle. A fall detection area is derived based on this detection result so as to be adapted to the train. The fall detection area thus dynamically derived is set within the scan range, and the edge of the fall detection area on the train side is positioned close to the train. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2020-006775 A Summary of the Invention [Problem to be solved by the invention]

[0005] While the fall detection area is being set and whether or not a fall has occurred is being determined, the train may sway sideways due to passengers getting on and off, strong winds, etc. Due to the influence of the swaying, etc., a part of the train may go beyond the train-side edge of the fall detection area and enter the fall detection area locally. In this case, the train may be erroneously detected as a person who has fallen. Therefore, the present invention aims to prevent the mistaken detection of objects other than a person who has fallen off the train, such as a train, as someone who has fallen into a gap formed between the platform and the train while the train is stopped at a station. [Means for solving the problem]

[0006] A fall detection device according to one embodiment of the present invention cooperates with an optical scanner. The optical scanner is installed on a station platform and scans a scanning light within a predetermined angle range to form a scanning range. The fall detection device includes a fall detection area setting unit, a blind area setting unit, a monitoring unit, and a fall determination unit. The fall detection area setting unit sets a fall detection area in a gap area formed between the platform and the train within the scanning range formed by the optical scanner. The blind area setting unit sets a blind area in a region adjacent to the train-side edge of the fall detection area within the scanning range. The monitoring unit monitors the entry of an object into the blind area. The fall determination unit does not determine that a fall has occurred even if the monitoring unit detects the entry of an object, and determines that a fall into the gap has occurred when an object is detected in the fall detection area.

[0007] In the above configuration, within the scanning range formed by the optical scanner, a fall detection area is set in the gap area between the platform and the train, and a blind area is set in the area adjacent to the train side edge of the fall detection area. Even if the train is displaced toward the platform due to lateral shaking or the like after the fall detection area is set, the train will enter the blind area before reaching the train-side edge of the fall detection area. The fall determination unit will not determine that a fall has occurred even if an object enters the blind area. Therefore, it is possible to suppress erroneous detection of the train as a person falling off.

[0008] Unlike a case where the fall detection area is simply reduced by an area equivalent to the blind area, the monitoring unit monitors the intrusion of an object into the blind area. When the monitoring unit detects the intrusion of an object into the blind area, the detection becomes a trigger and, by utilizing the detection results (the object's position, size, etc.), it becomes possible to execute various processes aimed at suppressing false detections, etc.

[0009] When the monitoring unit detects the entry of an object, the fall detection area setting unit may move the fall detection area back toward the platform. According to the above configuration, the edge of the fall detection area on the train side is located away from the object that has entered the blind area, thereby reducing the risk of the object being erroneously detected as a fallen object.

[0010] When the monitoring unit detects the entry of an object, the fall detection area setting unit may cause a peripheral area of ​​the fall detection area to recede toward the platform, thereby maintaining an area outside the peripheral area. According to the above configuration, when an object enters the blind area, only the area around the object in the fall detection area retreats toward the platform. By moving the fall detection area away from the object, false detections can be suppressed, while the fall detection area can be maintained as wide as possible.

[0011] When the monitoring unit detects the entry of an object, the blind area setting unit may move the blind area back toward the platform while maintaining the blind area adjacent to the train-side edge of the fall detection area. According to the above configuration, the insensitive area retreats toward the platform while maintaining a state adjacent to the fall detection area. Therefore, even if an object continues to move toward the platform, the object can first enter the insensitive area, and the fall detection area can continue to be moved away from the object.

[0012] When the monitoring unit detects the entry of an object, the blind area setting unit may move the blind area back toward the platform so that the detected object is positioned outside the blind area. In the above configuration, when an object enters the insensitive area and the insensitive area maintains a state adjacent to the fall detection area and retreats toward the platform, the object is positioned outside the insensitive area. The monitoring unit resumes monitoring for the object's entry into the updated insensitive area. When the object enters the updated insensitive area, the insensitive area and the fall detection area are updated to retreat again, and the object is positioned outside the insensitive area again. Therefore, even if the object continues to be significantly displaced, the fall detection area can be kept away from the object by protecting it from the object with the insensitive area.

[0013] The fall detection device may further include a stop determination unit that determines whether or not the train is stopped at a station. According to the above configuration, it becomes possible to execute various processes based on the result of the determination as to whether or not the train is stopped at the station. The fall detection device may further include a detection unit that detects, when the stop determination unit determines that the train has stopped, a scanning angle of the scanning light and a distance to an object corresponding to each of the scanning angles. The fall detection area setting unit may set a fall detection area on the platform side of the train based on the scanning angle and the distance detected by the detection unit.

[0014] According to the above configuration, the fall detection area is derived and set in a so-called "dynamic" manner. When the fall detection area is derived dynamically, it is possible to set the train side edge of the area close to the currently stopped train in accordance with the train. The blind area is adjacent to the fall detection area. Therefore, it is possible to set the fall detection area as wide as possible while preventing erroneous detection after the fall detection area is set.

[0015] The detection unit may detect the scanning angle and the distance multiple times during a predetermined period in which no passengers get on or off after the stop determination unit determines that the train has stopped. The fall detection area may be set on the platform side of an area in which the train could have been present during the predetermined period, based on the scanning angle and the distance detected multiple times by the detection unit during the predetermined period.

[0016] Here, passengers getting on and off is one of the causes of lateral swaying of trains. If the fall detection area is dynamically derived based on the detection results obtained during the period when passengers are not getting on and off, the period for determining whether a fall occurs can be secured longer, but it is considered that the train is more likely to enter the fall detection area due to the lateral swaying caused by passengers getting on and off. The fall detection area is adjacent to an insensitive area, so that it is possible to set a fall detection area as wide as possible, to secure a long period for determining a fall, and to prevent erroneous detection after the fall detection area is set.

[0017] The fall detection device may further include a stop determination area setting unit that sets a stop determination area within the scanning range to an area where the wheels of a train stopped at a station should be positioned. The stop determination unit may determine whether the train is stopped or not based on the presence or absence and behavior of the wheels within the stop determination area. According to the above configuration, the optical scanner used to determine whether or not the object has fallen is also used to determine whether or not the object has stopped, which simplifies the system configuration.

[0018] The stop determination unit may determine whether or not the train is stopped based on a detection result obtained from a train speed detector that detects the traveling speed of the train. According to the above configuration, the detection result of the vehicle speed detector inherently provided on the train is referenced, so that the system configuration is simplified. The fall determination unit may determine that a fall has occurred when an object having a predetermined detection size or larger is detected within the fall detection area. The insensitive area setting unit may set a width of the insensitive area to be equal to or smaller than the predetermined detection size.

[0019] Here, if the width of the blind area is too wide, there is a possibility that the person who has fallen is present within the blind area, and the fall determination unit may erroneously determine that a fall has not occurred even when the person who has fallen is present within the blind area. When an object in the fall detection area is equal to or larger than a predetermined detection size, the fall determination unit determines that the object is a person falling and that a fall has occurred. This detection size is the minimum size of a person falling that is assumed to detect the person falling without overlooking it regardless of their physique, posture, etc.

[0020] According to the above configuration, the width of the blind area is smaller than the detection size, which reduces the risk of overlooking a fallen person even though the person falls into the blind area, and also makes it possible to expand the fall detection area as far as possible toward the train. The insensitive area setting section may set the width of the insensitive area to 50 to 100 mm. If the width of the blind area is set within such a numerical range, the risk of a fallen person being overlooked even if they have entered the blind area can be reduced, and the fall detection area can be expanded as far as possible toward the train.

[0021] The fall detection device may further include an alarm control unit that activates an alarm when the fall determination unit determines that a fall has occurred. According to the above configuration, the alarm is activated when an object is detected within the fall detection area, but the alarm is not activated even if an object enters the blind area, which makes it possible to prevent the alarm from being activated erroneously.

[0022] A fall detection system according to an embodiment of the present invention includes the fall detection device and an optical scanner. The optical scanner is installed on a station platform and forms a scanning range by scanning with a scanning light within a predetermined angle range. A fall detection method according to one embodiment of the present invention includes a fall detection area setting step, a blind area setting step, a monitoring step, and a fall determination step. In the fall detection area setting step, a fall detection area is set in a gap area formed between the platform and the train within a scanning range formed by an optical scanner that is installed on a station platform and scans with a scanning light within a predetermined angle range. In the blind area setting step, a blind area is set in a region adjacent to the train-side edge of the fall detection area within the scanning range. In the monitoring step, entry of an object into the blind area is monitored. In the fall determination step, even if entry of an object is detected in the monitoring step, it is not determined that a fall has occurred, and if an object is detected in the fall detection area, it is determined that a fall into the gap has occurred.

[0023] A fall detection program according to one embodiment of the present invention causes a computer to execute the above-described fall detection method. The above system, method, and program have technical features corresponding to the features of the above fall detection device. Therefore, even if the train moves toward the platform, it is possible to suppress erroneous detection of the train as a person falling off. When an object entering the blind area is detected, various processes can be executed in response to this detection. Effect of the Invention

[0024] According to the present invention, when determining whether or not a person has fallen into a gap formed between the platform and the train while the train is stopped at a station, it is possible to prevent the mistaken detection of objects other than a person who has fallen, such as the train, as someone who has fallen. [Brief description of the drawings]

[0025] [Figure 1] 1 is a block diagram showing a fall detection device according to an embodiment of the present invention and a fall detection system including the same. [Diagram 2] FIG. 2 is a plan view of a platform and a track to which the fall detection system is applied. [Diagram 3] FIG. 3 is a view taken along the line III-III in FIG. 2. [Figure 4] 1A and 1B are a block diagram and a plan view showing an example of a stop determination unit, respectively, of a train entering the station; [Diagram 5] 1A and 1B are block diagrams showing a modified example of a stop determination unit, and FIG. 1B is a plan view showing a train in a stopped state. [Figure 6] FIG. 13 is a block diagram showing a modified example of the stop determination unit. [Figure 7] 4 is a flowchart illustrating a fall detection method according to an embodiment of the present invention. [Figure 8] FIG. 11 is an explanatory diagram of an area initial setting step. [Figure 9] FIG. 11 is an explanatory diagram of an area initial setting step. [Figure 10] FIG. 11 is an explanatory diagram of an area initial setting step. [Figure 11] FIG. 11 is an explanatory diagram of an area updating process. [Figure 12] FIG. 11 is an explanatory diagram of an area updating process. [Figure 13] 11 shows a modified example of the fall detection area. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The same or corresponding elements are designated by the same reference numerals throughout the drawings, and detailed description thereof will be omitted. The extension direction of the track 92 corresponds to the vehicle length direction (front-rear direction) of the train 80 and the longitudinal direction of the platform 91. The width direction of the track 92 is perpendicular to the extension direction of the track 92, corresponds to the vehicle width direction (left-right direction) of the train 80, and corresponds to the direction in which the train 80 and the platform 91 face each other. The extension direction and width direction of the track 92 are approximately perpendicular to the up-down direction. The "lateral oscillation" of the train 80, the vehicle 81, or the car body 83 refers to oscillation around an axis in the vehicle length direction or reciprocating movement in the vehicle width direction.

[0027] (Fall detection system) 1 shows a fall detection system 1 according to an embodiment of the present invention. The fall detection system 1 includes a fall detection device 2, an optical scanner 3, and an alarm 4. The fall detection device 2 is communicatively connected to the optical scanner 3 and the alarm 4 via a communication network. The fall detection device 2 is realized by, for example, a computer having a CPU, a memory, and an interface. The fall detection device 2 may be configured as a single computer, or may be a composite of multiple physically distributed computers. In the case of a composite, some of the computers may be housed in the housing 3a of the optical scanner 3 (see FIG. 3).

[0028] The memory stores a fall detection program that causes the fall detection device 2 serving as a computer to execute a fall detection method according to this embodiment (see FIG. 7). The CPU reads out the fall detection program in the memory, and performs information processing related to the fall detection method in accordance with the fall detection program. 2 and 3 show a train 80, a platform 91, and a track 92 together with an optical scanner 3. The train 80 runs on the track 92 having a pair of rails. The train 80 is composed of one car 81 or a plurality of cars 81 coupled in sequence. The train 80 according to this embodiment is, as a mere example, a six-car train.

[0029] Each vehicle 81 has a plurality of (e.g., two) bogies 82 spaced apart in the vehicle length direction, and a vehicle body 83 supported on the plurality of bogies 82. Each bogie 82 has a plurality of (e.g., two) wheel sets, and each wheel set has an axle extending in the vehicle width direction and a pair of wheels 84 provided at both ends of the axle. The pair of wheels 84 roll on a pair of rails of a track 92. The vehicle body 83 is formed in a substantially rectangular box shape, and forms a passenger compartment therein. Underfloor equipment 85, such as a main control device or an air compressor, is arranged under the floor of the vehicle body 83 so as not to interfere with the bogies 82 and the track 92.

[0030] A station platform 91 is adjacent to the track 92 in the width direction of the track 92 so as not to interfere with the train 80 running on the track 92. Therefore, when the train 80 is stopped at the station, a gap 90 is formed between the platform 91 and the train 80. The fall detection system 1 detects passengers who accidentally fall into this gap 90. When a fall into the gap is detected, the alarm 4 is activated and the occurrence of the fall is notified to relevant parties (for example, a dispatcher, a station staff member, or a crew member). "Falling into the gap" includes cases where a passenger falls until he or she reaches the track 92, and cases where a passenger is caught in the gap 90 and becomes suspended in mid-air. The alarm device 4 may output an alarm by voice, such as a buzzer or speaker, or may display an alarm, such as a lamp or display. The alarm device 4 may be installed in a control center, a station office, or the driver's seat of a train, or may be carried by relevant personnel. Those involved can respond to the fall in response to the operation of the alarm device 4.

[0031] (Optical Scanner) 3, the optical scanner 3 is installed on a platform 91 of a station. In this embodiment, the optical scanner 3 is installed below the platform 91 and above a track 92. A recessed space may be formed below the platform 91 on the opposite side to the track 92 as viewed from the edge of the platform 91. The optical scanner 3 is installed, for example, in such a space.

[0032] The optical scanner 3 has a housing 3a that houses a light source 11, a deflection unit 12, and a light receiving unit 13 (see FIG. 1). The light source 11 generates a scanning light SL. The scanning light SL is, for example, an infrared pulse laser, and a laser oscillator is a suitable example of the light source 11. The deflection unit 12 deflects the scanning light SL generated by the light source 11. The deflection unit 12 has a deflector and an actuator. The deflector is, for example, a movable mirror such as a polygon mirror, and the reflection point of the scanning light SL on the deflector is the scanning center SC. The actuator is, for example, a servo motor, and rotates the deflector.

[0033] As shown in Fig. 2, the scanning light SL is emitted linearly outside the housing 3a. The operation of the deflection unit 12 causes the scanning light SL to scan around the scanning center SC in the housing 3a while changing the scanning angle θ within a predetermined angular range φ (see the white arrow). This forms a two-dimensional (i.e., planar) scanning range SR. The scanning range SR is formed in a sector shape with the scanning center SC as its center and the angular range φ as its central angle.

[0034] In this embodiment, the scanning light SL is emitted substantially horizontally, and the scanning range SR forms a substantially horizontal plane. The front surface of the housing 3a of the optical scanner 3 faces the width direction of the track 92, and both sides of the housing 3a face the extension direction of the track 92. Here, when the scanning light SL is emitted forward from the housing 3a (i.e., from the platform 91 side to the track 92 side in the width direction of the track 92), the scanning angle θ of the scanning light SL is set to 0°. When the scanning light SL is emitted leftward as viewed from the housing 3a (rightward on the paper in FIG. 2), the scanning angle θ of the scanning light SL is set to a negative value. When the scanning light SL is emitted rightward as viewed from the housing 3a (leftward on the paper in FIG. 2), the scanning angle θ of the scanning light SL is set to a positive value.

[0035] The angle range φ of the scanning range SR is the angle from the scanning angle θ of the scanning start angle θS to the scanning angle θ of the scanning end angle θE. The angle range φ is approximately 180°. The absolute values ​​of the scanning start angle θS and the scanning end angle θE are equal to each other and are approximately 90°. In this embodiment, the angle range φ is slightly larger than 180° and the absolute value is slightly larger than 90°. For example, the scanning start angle θS is -95°, the scanning end angle θE is +95°, and the angle range φ is 190°.

[0036] In one scanning operation, the optical scanner 3 moves the scanning light SL around the scanning center SC while changing the scanning angle θ, from a state in which the scanning light SL is emitted at a scanning angle θ of a scanning start angle θS, through a state in which the scanning light SL is emitted at a scanning angle θ of 0°, until the scanning light SL is emitted at a scanning angle θ of a scanning end angle θE. The optical scanner 3 repeats this scanning operation at high speed (for example, about 25 times / second). Note that the scanning direction of the scanning light SL may be reversed.

[0037] If an object is present within the scanning range SR, the scanning light SL is reflected off the object. The light receiving unit 13 detects this reflected light. A portion of the reflected light returns to the optical scanner 3 along the same optical path as the scanning light SL and enters the housing 3a. The light receiving unit 13 is composed of an element that detects the amount of reflected light that has entered the housing 3a. The fall detection device 2 determines the presence or absence of an object within the scanning range SR based on the amount of reflected light detected by the light receiving unit 13.

[0038] The radius of the scanning range SR is determined depending on whether or not reflected light can be detected by the light receiving unit 13. In this embodiment, the radius of the scanning range SR is about 25 m, which is slightly longer than the length of one vehicle 81 (about 20 m). In this embodiment, the effective length of the platform 91 is slightly longer than the overall length of the six-car train 80. Three optical scanners 3 are installed at intervals in the longitudinal direction corresponding to the length of two cars. The optical scanner 3 is installed at a position facing the car coupling part of the six-car train 80 when the train 80 stops at the target stop position. Three scanning ranges SR formed by the three optical scanners 3 are aligned in the extension direction of the track 92 so as to partially overlap each other. When the train 80 stops at the target stopping position, the first two cars, the middle two cars, and the rear two cars fall within each of the three scanning ranges SR. The entire gap 90 formed between the platform 91 and the train 80 falls within the three scanning ranges SR.

[0039] (Fall detection device) 1, by executing a fall detection program, the fall detection device 2 has a memory unit 20, a detection unit 21, a stop determination unit 22, a fall detection area setting unit 23, an insensitive area setting unit 24, a monitoring unit 25, a fall determination unit 26, and an alarm control unit 27. The memory unit 20 stores information and data required for executing the fall detection method.

[0040] (Detection of scanning angle and corresponding distance) Based on the detection result from the light receiving unit 13, the detection unit 21 detects the scanning angle θ of the scanning light SL and the distance D(θ) from the optical scanner 3 to the object at the scanning angle θ. Note that with regard to the reference symbol "D(θ)," when "θ" is replaced with a symbol or number indicating a specific scanning angle, it represents the distance corresponding to the specific scanning angle. For example, "D(45°)" is the distance corresponding to 45°.

[0041] When the deflection unit 12 performs one scanning operation, the scanning angle θ of the scanning light SL changes continuously from the scanning start angle θS to the scanning end angle θE according to the attitude of the deflector. The detection unit 21 discretely detects the scanning angle θ at every predetermined angular resolution Δθr. The angular resolution Δθr is, for example, 0.042 (1 / 24)° to 1°. In one scanning operation, the detection unit 21 obtains detection results of a plurality of distances D(θS+kΔθr) (k: an integer from 0 to φ / Δθr, θS+φ=θE).

[0042] More specifically, the detection unit 21 detects the presence of an object within the scanning range SR based on the detection of a predetermined amount or more of reflected light by the light receiving unit 13. The detection unit 21 detects at what scanning angle θ the reflected light detected by the light receiving unit 13 was generated by reflection of the scanning light SL emitted based on, for example, the waveform of the reflected light. In this way, the detection unit 21 detects the orientation of the object present within the scanning range SR as viewed from the optical scanner 3, i.e., the scanning angle θ.

[0043] When the detection unit 21 detects the presence of an object in a certain direction (scanning angle θ), it measures the distance D(θ) from the optical scanner 3 to the object in that direction. The distance D(θ) is measured based on the flight time of the scanning light SL from when the scanning light SL is emitted at a certain scanning angle θ until its reflected light is detected by the light receiving unit 13, and the propagation speed of the scanning light SL. There are cases where the scanning light SL emitted at a certain scanning angle θ cannot physically reflect within the scanning range SR and reaches the limit of the scanning range SR. In this case, the detection unit 21 sets an unmeasurable value indicating that the light receiving unit 13 was unable to detect the reflected light corresponding to the scanning light SL at that scanning angle θ as the measurement result of the distance D(θ). The unmeasurable value is larger than the radius of the scanning range SR so that it can be distinguished from the measurement result when an object is properly detected within the scanning range SR. In other words, the unmeasurable value is the maximum value of the numerical range that can be taken as the measurement result of the distance D(θ).

[0044] In this embodiment, the optical scanner 3 is installed below the platform 91, and the scanning light SL scans approximately horizontally at a height slightly above the top surface of the rail. When the train 80 is not at the station, the scanning light SL passes over the track 92. If there is an object beyond the track 92 that blocks the scanning light SL, such as a station structure (e.g., another opposing platform or a wall that separates the station from the outside world), the scanning light SL is reflected therefrom.

[0045] When the train 80 is stopped at a station, the scanning light SL is reflected by the side surface of the wheel 84 or the underfloor equipment 85 at a part of the scanning angle θ. At this time, the detection unit 21 detects the direction of the side surface of the wheel 84 and the underfloor equipment 85 as seen from the optical scanner 3, and the distance from the optical scanner 3 to the side surface of the wheel 84 and the underfloor equipment 85. Also, at a part of the scanning angle θ, the scanning light SL passes between the bogie 82 and the underfloor equipment 85 and crosses the track 92.

[0046] (Stop judgment) The stop determination unit 22 determines whether the train 80 is stopped at a station. The method of determination is not particularly limited. Figures 4(A) and 4(B), Figures 5(A) and 5(B), and Figure 6 respectively show three examples of the stop determination unit 22 (22A, 22B, 22C). In the example shown in Figures 4(A) and 4(B), the stop determination unit 22A determines whether the train 80 is stopped or not based on the sum of multiple distances D(θS+kΔθr) detected by the detection unit 21 during each scanning operation.

[0047] If the train 80 is not present, the scanning light SL will be reflected by a stationary structure at a fixed scanning angle θ, or will reach the limit of the scanning range SR due to the absence of any obstructing object. Therefore, the sum of the distances D(θS+kΔθr) will be stable near a specific value determined by the station structure and the arrangement of the optical scanner 3. As shown in Fig. 4(B), when the train 80 enters the station and the leading car enters the scanning range SR, the scanning light SL starts to be reflected by the front and side of the leading car at a certain scanning angle θ. The reflection point that appears on the car traveling on the track 92 is closer to the optical scanner 3 than the structure at the end of the track 92. Therefore, the sum of the distances D(θS+kΔθr) decreases from the specific value when no vehicles are present.

[0048] When the train 80 stops at the station, the sum of the distances D(θS+kΔθr) stops decreasing and stabilizes at a value smaller than the specific value when no passengers are present. Although the sum may fluctuate due to the swaying of the vehicle 81 immediately after the train stops (this will be described later in the explanation of the process of dynamically deriving the fall detection area A1), the fluctuation immediately after the train stops is smaller than the change while the train is on the station. In this example, the storage unit 20 previously stores an on-track determination threshold TH22Aa to be compared with the sum, and a stop determination threshold TH22Ab to be compared with the change in the sum. The "change" may be the difference between the sum calculated from the detection result of the most recent scanning operation and the sum calculated from the detection result of the scanning operation immediately before that, or may be the time change rate obtained by dividing the difference by the period of the scanning operation (e.g., 1 / 25 seconds).

[0049] The stop determination unit 22A determines that the train 80 has arrived at the station when the sum of the distances D(θS+kΔθr) falls below the on-track determination threshold TH22Aa. After determining that the train has arrived at the station, the stop determination unit 22A calculates the amount of change in the sum. If the amount of change in the sum remains below the stop determination threshold TH22Ab for a predetermined period of time, the stop determination unit 22A determines that the train 80 has stopped. After determining that the train has stopped, the stop determination unit 22A determines that the train 80 has departed if the amount of change in the sum exceeds the stop determination threshold TH22Ab. If the sum of the distances D(θS+kΔθr) exceeds the on-track determination threshold TH22Aa, the stop determination unit 22A determines that the train 80 has left the station.

[0050] In the example shown in Fig. 5(A) and Fig. 5(B), the stop determination unit 22B determines whether the train 80 is stopped or not based on the position and behavior of the wheels 84 of the train 80. The fall detection device 2 further includes a stop determination area setting unit 31. The stop determination area setting unit 31 sets a stop determination area A3 in an area within the scanning range SR where the wheels 84 should be positioned when the train 80 stops at a station. The memory unit 20 in this example stores the stop determination area A3 derived in advance.

[0051] In this regard, a target stop position is preset for each station. Although the train 80 may stop at a position deviated from the target stop position, the range of this deviation can be empirically determined. Therefore, the region in which the wheels 84 should be positioned and the corresponding stop determination area A3 can be derived in advance before the system goes into operation, depending on the range of possible deviation. The stop determination area setting unit 31 constantly sets a stop determination area A3 read from the storage unit 20 within the scanning range SR while the system is in operation. The stop determination unit 22B determines whether or not an object of a predetermined detection size or larger has remained within the stop determination area A3 for a predetermined period of time or longer, based on the detection result of the distance D(θ) for each scanning angle θ detected by the detection unit 21.

[0052] If the size of an object present in the stop judgment area A3 is equal to or larger than the detection size, the stop judgment unit 22B judges that the object is a wheel 84. If the wheel 84 remains in the stop judgment area A3 for a predetermined time or longer, the stop judgment unit 22B judges that the wheel 84 and therefore the train 80 are stopped. After the stop judgment, if the size of the object in the stop judgment area A3 becomes smaller than the predetermined detection size, the stop judgment unit 22B judges that the wheel 84 has rolled, i.e., that the train 80 has started moving.

[0053] In the above two examples, the optical scanner 3 used for determining whether or not a fall has occurred is also used for determining whether or not the train 80 has stopped. Therefore, the configuration of the fall detection system 1 is simplified. 6, the stop determination unit 22C determines whether the train 80 has stopped or not based on a detection result acquired from a vehicle speed detector 5 that detects the traveling speed of the train 80. In this example, the fall detection system 1 further includes a vehicle speed detector 5 mounted on the train 80. The fall detection device 2 may acquire the detection result from the vehicle speed detector 5 wirelessly. In this example, the stop determination of the train 80 is performed by referring to the detection result of the train speed detector 5 that is inherently provided on the train 80. Therefore, the configuration of the fall detection system 1 is simplified.

[0054] (Fall detection and object intrusion monitoring into blind areas) The fall detection area setting unit 23 sets a fall detection area A1 in the scanning range SR in the area of ​​the gap 90 between the platform 91 and the train 80. The insensitive area setting unit 24 sets an insensitive area A2 in the scanning range SR in the area adjacent to the train side edge A1a of the fall detection area A1.

[0055] When the stop determination unit 22 determines that the train is stopped at a station, the fall detection area setting unit 23 and the insensitive area setting unit 24 set a fall detection area A1 and an insensitive area A2, respectively. In this embodiment, the fall detection area setting unit 23 dynamically derives and sets the fall detection area A1. The insensitive area setting unit 24 sets the insensitive area A2 after deriving the fall detection area A1 so that the insensitive area A2 is adjacent to the dynamically derived fall detection area A1. The specific derivation and setting methods will be described later.

[0056] The monitoring unit 25 monitors the intrusion of an object into the insensible area A2. When the monitoring unit 25 detects the intrusion of an object into the insensible area A2, the fall detection area setting unit 23 and the insensible area setting unit 24 update the fall detection area A1 and the insensible area A2, respectively. A specific method of updating will be described later. When an object is detected in the fall detection area A1, the fall determination unit 26 determines that a fall into the gap 90 has occurred. However, the fall determination unit 26 does not determine that a fall has occurred even if the monitoring unit 25 detects the entry of an object. The alarm control unit 27 activates the alarm 4 when the fall determination unit 26 determines that a fall has occurred. In other words, when an object is detected in the fall detection area A1, the alarm 4 is activated, but even if the monitoring unit 25 detects the entry of an object, the alarm 4 is not activated.

[0057] Below, the operation of the fall detection device 2 (particularly, the fall detection area setting unit 23, the insensitive area setting unit 24, the monitoring unit 25, and the fall determination unit 26) will be described along the steps of the fall detection method shown in Fig. 7, with reference to Figs. 8 to 13 as well. The flow of Fig. 7 is repeatedly executed while the fall detection system 1 is in operation. First, the stop determination unit 22 determines whether or not the train 80 is stopped at a station (S1). The method of determination is as described above.

[0058] If the train 80 is not stopped (S1:N), the fall detection device 2 executes various processes according to the state (S50). For example, if the train 80 is absent from the station, a fall detection process according to this absence state may be executed. If the train 80 is entering the station, the fall detection process executed when the train 80 is absent may be terminated, and the device may wait for the train 80 to stop. If the train 80 is leaving the station, the fall detection process executed when the train 80 was stopped may be terminated, and the device may wait for the train 80 to become absent.

[0059] If the train 80 is stopped (S1: Y), the fall detection device 2 determines whether or not the fall detection area A1 and the insensitive area A2 have been set (S2). At the time when the stop determination unit 22 switches from a state in which it determines that the vehicle is not stopped to a state in which it determines that the vehicle is stopped (the time when the stop start determination is made), the fall detection area A1 and the insensitive area A2 are not yet set. In this case (S2:N), the process proceeds to an area initial setting step S10 in which the fall detection area A1 and the insensitive area A2 are initially set.

[0060] In the area initial setting step S10, when one scanning operation is performed by the optical scanner 3 (S11), the detection unit 21 detects the distance D(θ) for each scanning angle θ within the angle range φ from the scanning operation (S12). The fall detection area setting unit 23 determines whether or not a predetermined period has elapsed from the stop start determination point (S13). If the predetermined period has not elapsed (S13: N), the detection unit 21 detects the distance D(θ) for each scanning angle θ within the angle range φ from the next scanning operation (S12). The scanning operation is repeated until the predetermined period has elapsed, and the distance D(θ) is detected for each scanning angle θ each time.

[0061] The "predetermined period" is a period during which no passengers board or disembark. After the train 80 stops, the conductor checks whether it is safe to open the doors, and performs the door opening operation, causing the doors to move from the fully closed position to the fully open position. The time required from stopping to fully opening the doors is generally significantly longer than one second. Passengers start boarding and disembarking after the doors are opened. The predetermined period is set to 0.5 to 1 second, as an example. Therefore, the multiple scanning operations required to detect the distance D(θ) are completed before boarding and disembarking start.

[0062] The scanning operation is performed at a cycle of about 1 / 25 seconds. If the predetermined period is set to 0.5 to 1 second, the scanning operation is performed 13 to 25 times. In the determination step S13, the fall detection area setting unit 23 may determine the passage of the predetermined period by a timer, or may determine whether the number of repeated scanning operations has reached a specified number (13 to 25 times in this example) corresponding to the predetermined period, or whether detection results of the distance D(θ) have been obtained the specified number of times.

[0063] When a predetermined period of time has elapsed (S13: Y), the fall detection area setting unit 23 dynamically derives a fall detection area A1 based on the detection result detected by the detection unit 21, and sets the derived fall detection area A1 within the scanning range SR (S14). When the fall detection area A1 is set, the insensitive area setting unit 24 sets the insensitive area A2 within the scanning range SR (S15).

[0064] The area initial setting step S10 will be described below with reference to FIGS. 8 to 10 and 13. FIG. 8, the detection result of the detection unit 21 acquired in the detection step S12 is visualized by projecting it onto a plane parallel to the scanning range SR. A plurality of plots each represent a reflection point of the scanning light SL emitted at a different scanning angle θ. The length of the line segment connecting the scanning center SC to a certain plot is the distance D(θ) from the optical scanner 3 to the reflection point in the orientation (scanning angle θ) of the plot as seen from the optical scanner 3.

[0065] Plot group P1 represents the surface of the structure of platform 91. Plot group P2 represents the surface of wheels 84. The other plots represent the surfaces of bogie 82 and underfloor equipment 85. Here, the plot shown in FIG. 8 is a detection result obtained from one scanning operation within a predetermined period. During this predetermined period, the train 80 may sway in the car length direction or the car width direction due to inertia during braking or the movement of passengers in the passenger compartment preparing to disembark. In addition, the main motor and other on-board equipment may be constantly vibrating regardless of whether the predetermined period is in progress or not. Furthermore, there may be a slight time difference between the stop start determination time and the time when the train 80 actually stops (actual stop time). If the stop start determination time is slightly before the actual stop time, the train 80 moves forward slightly (moves in the car length direction) during the predetermined period.

[0066] Therefore, during a given period of time, the reflection points on train 80 at a certain moment shown in Figure 8 (plots excluding plot group P1 representing reflection points on immovable structures) may be slightly displaced in the vehicle length or width direction during another scanning operation. In this example, the detection results of the scanning angle θ and the distance D(θ) obtained multiple times during a predetermined period are referenced. Although detailed illustration is omitted, the detection results obtained multiple times in the detection process S12 are all projected onto the same plane parallel to the scanning range SR. Therefore, the area where the train 80 could have existed during the predetermined period is projected onto the plane parallel to the scanning range SR.

[0067] 9 and 13 respectively show two examples of the fall detection area A1 initially set in the fall detection area setting process S14. For convenience in explaining the term "scanning light propagation region" used in this document, the two examples will be explained together, but unless otherwise specified, it is assumed that the fall detection area setting unit 23 initially sets the fall detection area A1 shown in FIG. 13, an area where the train 80 could have been present during a predetermined period is identified based on the results of detecting the scanning angle θ and the distance D(θ) multiple times. In other words, a group of positions on the surface of the train 80 that could have reflected the scanning light SL during a predetermined period is identified.

[0068] Conversely, a spatial region in which the scanning light SL and the reflected light could propagate in all of the multiple scanning operations is identified. This spatial region is referred to as the "scanning light propagation region." The scanning light propagation region is located closer to the platform 91 (i.e., closer to the optical scanner 3) than the region in which the train 80 could have existed. The scanning light propagation region is a region in which the train 80 could not have existed, even when taking into consideration the behavior of the train 80 that may occur during a specified period of time, such as the swaying of the train 80, the vibration of the onboard equipment, or the time lag in the stop determination.

[0069] The "area of ​​the gap 90 formed between the platform 91 and the train 80" is included in the scanning light propagation area, or most of it overlaps with the scanning light propagation area. The fall detection area setting unit 23 sets the fall detection area A1 inside the scanning light propagation area that includes almost the entire area of ​​this gap 90. In other words, the fall detection area setting unit 23 sets the fall detection area A1 outside the area where the train 80 could have been present during a predetermined period of time (the platform 91 side, the optical scanner 3 side).

[0070] 13, the fall detection area A1 is maximized. That is, the fall detection area setting unit 23 sets the entire scanning light propagation region as the fall detection area A1. Since the fall detection area A1 is maximized, the possibility of overlooking a fallen person is reduced. In this case, the fall detection area A1 can include the underfloor area where the scanning light SL can pass between the bogie 82 and the underfloor equipment 85, in addition to the area of ​​the gap 90. However, when a passenger falls into the gap 90, he or she falls from the platform 91 almost directly downward. Therefore, the probability that a fallen person will be present in the narrow underfloor area is low.

[0071] In the example shown in Fig. 9, the fall detection area setting unit 23 sets a part of the scanning light propagation area as the fall detection area A1. The fall detection area A1 shown in Fig. 9 is set so as to cut out the underfloor area from the fall detection area A1 shown in Fig. 13. The fall detection area setting unit 23 sets the fall detection area A1 in the area of ​​the gap 90 between the platform 91 and the train 80 inside the scanning light propagation area.

[0072] The train-side edge A1a of the fall detection area A1 extends roughly parallel to the extension direction of the track 92, and is set close to the side surfaces of the wheels 84 and the underfloor equipment 85. This allows the fall detection area A1 to cover as much of the gap 90 as possible. The underfloor area is excluded from the area subject to fall judgment. Since it is considered that a person who has fallen cannot be present here, there is no problem with the accuracy of fall detection even if the underfloor area is cut out.

[0073] 10 shows the blind area A2 initially set in the blind area setting step S15. The blind area setting unit 24 sets a blind area in the scanning range SR, more specifically, in the scanning light propagation region, in an area adjacent to the train-side edge A1a of the fall detection area A1. The blind area A2 is between the train 80 and the fall detection area A1, and is adjacent to the train 80. The insensitive area A2 is adjacent to the fall detection area A1 with no gap therebetween. The platform side edge of the insensitive area A2 overlaps with the train side edge A1a of the fall detection area A1, forming the boundary between the two areas A1, A2. The insensitive area A2 is set with a small gap from the surface of the train 80 (the area where the train could have been present during a specified period of time) toward the platform 91.

[0074] The width W of the blind area A2 is set to 50 to 100 mm, for example. The "width" is the distance from the train side edge of the blind area A2 to the platform side edge. With the above, the area initial setting process S10 is completed before passengers start boarding and disembarking. 7, when the area initial setting step S10 is completed, the fall determination unit 26 determines whether or not a fall has occurred (S21). The fall determination unit 26 determines whether or not a fall has occurred within the fall detection area A1 in the same manner as the stop determination unit 22B described above.

[0075] That is, the fall determination unit 26 determines whether or not an object of a predetermined detection size or larger has remained in the fall detection area A1 for a predetermined period of time or longer, based on the detection result of the distance D(θ) for each scanning angle θ detected by the detection unit 21. The detection size is set to a value, for example, 100 to 200 mm, which does not overlook a person who has entered the fall detection area A1 and can exclude foreign objects smaller than a human (for example, small animals and plants) that may be present around the track 92 from the determination target. The predetermined period of time is set to, for example, 1 to 2 seconds.

[0076] When an object having a predetermined detection size or larger remains in the fall detection area A1 for a predetermined time or longer, the fall determination unit 26 determines that a fall into the gap 90 has occurred. In other cases (i.e., when an object is not detected in the fall detection area A1, when an object is present but does not reach the predetermined detection size, and when an object having a predetermined detection size or larger is present but its residence time in the fall detection area A1 does not reach the predetermined time), the fall determination unit 26 determines that a fall into the gap 90 has not occurred in the fall detection area A1.

[0077] When the fall determination unit 26 determines that a fall has occurred (S22: Y), the alarm control unit 27 activates the alarm 4 (S23). The relevant personnel can be informed that a fall into the gap 90 has occurred and can take prompt action. If the fall determination unit 26 determines that a fall has not occurred (S22: N), the alarm 4 does not activate. The monitoring unit 25 monitors for the intrusion of an object into the insensitive area A2 (S31). The monitoring unit 25 monitors for the intrusion of an object in the same manner as the fall determination unit 26 described above.

[0078] That is, based on the detection result of the distance D(θ) for each scanning angle θ detected by the detection unit 21, the monitoring unit 25 determines whether or not an object having a predetermined detection size or larger has remained in the insensitive area A2 for a predetermined period of time or longer. The detection size is set to be equal to or smaller than the width W of the insensitive area A2, for example, 20 to 50 mm. The width W (for example, 50 to 100 mm) of the insensitive area A2 is equal to or smaller than the detection size (for example, 100 to 200 mm) used for fall judgment. The detection size used for object intrusion judgment is smaller than the detection size used for fall judgment (i.e., judgment of the presence or absence of a human). Therefore, the monitoring unit 25 detects the intrusion of an object smaller than a human. In addition, there is no room for a person who falls to get into the insensitive area A2. Therefore, there is no problem even if an alarm is not issued when an object is detected in the insensitive area A2. The predetermined time is set to be, for example, 0.5 to 1 second.

[0079] When an object having a predetermined detection size or larger remains in the insensitive area A2 for a predetermined period of time or longer, the monitoring unit 25 detects the intrusion of the object into the insensitive area A2. In other cases, the monitoring unit 25 determines that no object has intruded into the insensitive area A2. When the monitoring unit 25 determines that no object has entered (S32: N), the process is repeated from the stop determination step S1. After the process is resumed, the fall detection area A1 has already been set (S2: Y). Therefore, the area initial setting step S10 is skipped. A fall determination step S21 for determining whether or not a fall has occurred in the currently set fall detection area A1, and a monitoring step S31 for monitoring the entry of an object into the currently set blind area A2 are executed.

[0080] When the monitoring unit 25 detects an object entering the insensitive area A2 (S32: Y), the process proceeds to an area updating step S40 in which the insensitive area A2 and the fall detection area A1 are updated (or corrected or reset). The fall determination unit 26 is not involved in the monitoring step S31 and the area updating step S40. Even if the fall determination unit 26 detects the intrusion of an object, it does not determine that a fall has occurred. The alarm control unit 27 decides whether or not to issue an alarm depending on the determination result of the fall determination unit 26. Even if the monitoring unit 25 detects the intrusion of an object, the alarm control unit 27 does not activate the alarm 4.

[0081] In the area update process S40, the insensitive area setting unit 24 specifies the surrounding area B of the object from the size and position of the object that has entered the insensitive area A2 (S41). Next, the insensitive area setting unit 24 moves the surrounding area N back toward the platform 91 (S42), and the fall detection area setting unit 23 moves the fall detection area A1 back toward the platform 91 (S43).

[0082] The area updating step S40 will be described below with reference to FIGS. 11 shows a state immediately after an object X enters the blind area A2. The object X shown is a part of a train 80. The fall detection area A1 and the blind area A2 are initially set within the scanning light propagation region by referring to a plurality of detection results during a predetermined period before passengers start boarding and disembarking. Therefore, even if the train 80 shakes slightly after the areas are set, it is possible to prevent the train 80 from entering the blind area A2.

[0083] However, if there are many passengers getting on and off or if the train 80 is hit by a strong wind, the car body 83 and underfloor equipment 85 may sway significantly from the position before boarding and alighting began, which may cause a part of the train 80 to displace toward the platform 91 during the fall judgment. In such a case, a part of the train 80 (object X) locally enters the blind area A2. The blind area setting unit 24 specifies a surrounding area B that captures the object X. The contour of the surrounding area B is set away from the outer edge of the object X by a predetermined margin (for example, 20 mm).

[0084] 12 shows the updated insensitive area A2 and fall detection area A1. The insensitive area setting unit 24 moves the insensitive area A2 back toward the platform 91 so that the contour of the surrounding area B forms a new train-side edge. This positions the object X outside the updated insensitive area A2. Also, the contour of the surrounding area B is set away from the object X by a predetermined margin, but this margin is far smaller than the length of the vehicle 81. For this reason, in most areas other than the surrounding area B, the train-side edge of the insensitive area A2 is maintained from before the update.

[0085] Even in the region where the insensitive area A2 is moved back, the width W of the insensitive area A2 is maintained from before the update. Therefore, the platform side edge of the insensitive area A2 is also moved back in the same manner as the train side edge. The platform side edge of the insensitive area A2 overlaps with the train side edge of the fall detection area A1, forming the boundary between the two areas A1 and A2. Therefore, in the vicinity of this surrounding region B, the fall detection area setting unit 23 moves the fall detection area A1 back toward the platform 91 in association with the movement back of the insensitive area A2.

[0086] This ends the area updating step S40. When the area updating step S40 ends, the process is resumed from the stop determination step S1. A fall determination step S21 is executed to determine the presence or absence of a fall in the currently set fall detection area A1 (i.e., the updated fall detection area A1), and a monitoring step S31 is executed to monitor the entry of an object in the currently set insensible area A2 (i.e., the updated insensible area A2).

[0087] Even if the area update step S40 is performed once, a part of the train 80 continues to be displaced in the vehicle width direction, and an object may re-enter the retreated blind area A2 at the same location, or an object may enter the blind area A2 that has maintained its initial setting at another location. In this case, the areas A1 and A2 are retreated toward the platform 91 again in the same manner as above, limited to the location where the object entered.

[0088] This process is repeated until the stop determination unit 22 determines that the train 80 has departed. When it is determined that the train 80 has departed (S1:N), the settings of the areas A1 and A2 are released, and the fall determination and object intrusion monitoring are terminated. When the next train 80 stops again (S1:Y), the areas A1 and A2 are initialized to suit the side shape of that train (S10).

[0089] In the above embodiment, even if the train 80 is displaced toward the platform 91 due to lateral shaking or the like after the fall detection area A1 is set, the train 80 will enter the insensitive area A2 before reaching the train-side edge A1a of the fall detection area A1. The fall determination unit 26 will not determine that an object has fallen even if it enters the insensitive area A2. This makes it possible to prevent the train 80 from being erroneously detected as a person falling. In addition, the alarm 4 will not be activated, making it possible to prevent erroneous alarms based on erroneous detection.

[0090] When the monitoring unit 25 detects the entry of the object X, the fall detection area setting unit 23 moves the fall detection area A1 back toward the platform 91. The fall detection area A1 is moved away from the object that has entered the insensitive area A2. This reduces the risk of erroneously detecting the object as a person falling. When the monitoring unit 25 detects the entry of the object X, the fall detection area setting unit 23 moves the peripheral area B of the object X in the fall detection area back toward the platform 91, and maintains the area outside the peripheral area. Therefore, the fall detection area A1 is maintained as wide as possible.

[0091] When the monitoring unit 25 detects the entry of the object X, the insensitive area setting unit 24 moves the insensitive area A2 back toward the platform 91 so that the insensitive area A2 remains adjacent to the train-side edge A1a of the fall detection area A1. Even if the object X continues to displace toward the platform 91, the object X is first allowed to enter the insensitive area A2, so that the areas A1 and A2 can continue to be updated. The fall detection area A1 can be maintained in a state away from the displacing object.

[0092] The fall detection area A1 is dynamically derived, and its train side edge A1a is set to a location close to the currently stopped train 80 in accordance with the train 80. In addition, the blind area A2 is adjacent to the fall detection area A1. Therefore, it is possible to set the fall detection area A1 as wide as possible while preventing erroneous detection after the fall detection area is set. In dynamic derivation, the fall detection area A1 is set based on the results of multiple detections of the scanning angle θ and the distance D(θ) during a specified period when no passengers board or disembark. When boarding or disembarking begins, the probability of a fall occurring becomes higher than before boarding or disembarking begins. Since the areas A1 and A2 are set before boarding or disembarking begins, a long period can be secured for determining whether a fall has occurred. In addition, since the fall detection area A1 is set taking into consideration the behavior of the train 80 during the specified period, even if the train 80 shakes slightly during the determination of a fall, it is possible to prevent an object from entering the insensitive area A2.

[0093] (Modification) Although the embodiments have been described above, the above configurations can be appropriately modified, added, and / or deleted within the scope of the present invention. In the above embodiment, when an object enters the insensitive area A2, the surrounding area B of the object is moved back. When the intrusion is detected, the entire train-side edge of the insensitive area A2 and the fall detection area A1 may be moved back.

[0094] In the above embodiment, the fall detection area A1 is derived dynamically. The fall detection area A1 may be derived in advance and stored in the storage unit 20. [Explanation of symbols]

[0095] 1 Fall detection system 2 Fall detection device 3 Optical Scanner 4 alarm 5. Vehicle speed detector 21 Detection unit 22,22A~C Stop judgment section 23 Fall detection area setting section 24 Insensitive area setting section 25 Monitoring Department 26 Fall Judgment Section 27 Alarm control section 31 Stop judgment area setting unit 80 Train 90 Gap Platform 91 A1 Fall detection area A1a Train side edge A2 blind area A3 Stop Judgment Area SL Scanning Light SR Scanning Range φ Angle range θ Scan angle D(θ) distance W width S14 Fall detection area setting process S15 Insensitive area setting process S21 Fall judgment process S31 Monitoring process

Claims

1. a fall detection area setting unit that sets a fall detection area in a gap region formed between the platform and the train within a scanning range formed by an optical scanner that is installed on a platform of a station and scans with a scanning light within a predetermined angle range; a blind area setting unit that sets a blind area in an area adjacent to a train side edge of the fall detection area within the scanning range; a monitoring unit that monitors the intrusion of an object into the blind area; a fall determination unit that does not determine that a fall has occurred even if the monitoring unit detects an intrusion of an object, and determines that a fall into the gap has occurred when an object is detected in the fall detection area; A fall detection device comprising:

2. When the monitoring unit detects the entry of the object, the fall detection area setting unit moves the fall detection area back toward the platform. A fall detection device according to claim 1.

3. When the monitoring unit detects the entry of the object, the fall detection area setting unit causes a peripheral area of ​​the object in the fall detection area to recede toward the platform side, and maintains an area outside the peripheral area. The fall detection device according to claim 2 .

4. When the monitoring unit detects the entry of the object, the blind area setting unit moves the blind area back toward the platform while maintaining the blind area adjacent to the train-side edge of the fall detection area. A fall detection device according to any one of claims 1 to 3.

5. When the monitoring unit detects the entry of the object, the blind area setting unit moves the blind area back toward the platform so that the detected object is positioned outside the blind area. The fall detection device according to claim 4.

6. A stop determination unit that determines whether the train is stopped at the station. A fall detection device according to any one of claims 1 to 5.

7. a detection unit that detects, when the stop determination unit determines that the train has stopped, a scanning angle of the scanning light and a distance to an object corresponding to each of the scanning angles; the fall detection area setting unit sets the fall detection area on the platform side of the train based on the scanning angle and the distance detected by the detection unit. The fall detection device according to claim 6.

8. The detection unit detects the scanning angle and the distance a plurality of times during a predetermined period in which no passengers board or disembark after the stop determination unit determines that the train has stopped, the fall detection area is set on the platform side of an area in which the train could have been present during the predetermined period, based on the scanning angle and the distance detected a plurality of times by the detection unit during the predetermined period; A fall detection device according to claim 7.

9. a stop determination area setting unit that sets a stop determination area in an area where wheels of the train stopped at the station should be positioned within the scanning range, the stop determination unit determines whether or not the train is stopped based on the presence or absence and behavior of the wheels within the stop determination area. A fall detection device according to any one of claims 6 to 8.

10. The stop determination unit determines whether the train is stopped based on a detection result acquired from a train speed detector that detects a traveling speed of the train. A fall detection device according to any one of claims 6 to 8.

11. The fall determination unit determines that the fall has occurred when an object having a predetermined detection size or larger is detected within the fall detection area, the blind area setting unit sets a width of the blind area to be equal to or smaller than the predetermined detection size; A fall detection device according to any one of claims 1 to 10.

12. The insensitive area setting unit sets the width of the insensitive area to 50 to 100 mm. A fall detection device according to any one of claims 1 to 11.

13. and an alarm control unit that activates an alarm when the fall determination unit determines that the fall has occurred. A fall detection device according to any one of claims 1 to 12.

14. A fall detection device according to any one of claims 1 to 13, an optical scanner that is installed on a station platform and that forms a scanning range by scanning a scanning light within a predetermined angle range; A fall detection system comprising:

15. a fall detection area setting step of setting a fall detection area in a gap region formed between the platform and the train within a scanning range formed by an optical scanner that is installed on the platform of a station and scans with a scanning light within a predetermined angle range; a blind area setting step of setting a blind area in an area adjacent to a train side edge of the fall detection area within the scanning range; a monitoring step of monitoring for intrusion of an object into the blind area; a fall determination step of not determining that a fall has occurred even if an intrusion of an object is detected in the monitoring step, and determining that a fall into the gap has occurred when an object is detected in the fall detection area; A fall detection method comprising:

16. A method for detecting a fall according to claim 15, Fall detection program.

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