JP2014210571A - Vehicle collision warning system - Google Patents

Abstract

A search tentacle set based on trajectory information, vehicle information, and vehicle position information is used to reliably determine the possibility of a vehicle collision and warn the operator involved in the operation of the danger of the vehicle collision. A vehicle collision warning system 1 warns operators MA and MB who are involved in operation of a possibility that a first vehicle 4a and a second vehicle 4b traveling on a track R will collide with each other. Includes vehicle information on the track R divided into the mesh M and vehicle information, vehicle position information detecting means 9 for obtaining vehicle position information indicating the positions of the first vehicle 4a and the second vehicle 4b, Search tentacle setting means 17 for setting a search tentacle 16 for searching for the presence of the vehicle 4 and the obstacle X based on the vehicle position information and the vehicle information, and the first vehicle 4a and the second vehicle using the set search tentacle 16 A collision determination unit 10 that determines the possibility of a collision with the vehicle 4b and a notification unit 11 that notifies the operators MA and MB of the possibility of the vehicle collision as a warning. [Selection] Figure 2

Description

  The present invention relates to a plurality of vehicles traveling on a track laid in a factory, calculates information that may cause collision between vehicles, and notifies a vehicle collision warning that the operator can be informed of the information. About the system.

Generally, in a factory, in order to transport raw materials and products, tracks and roads are laid on the site of the factory, and vehicles freely travel on the tracks and roads.
For example, at a steelworks, a track for conveying hot metal discharged from a blast furnace to a converter is laid on the site, and a chaotic car (topy car) that is a hot metal container is running on the track. The kneading vehicle is charged with hot metal in a blast furnace, and then transfers the charged hot metal to a converter facility.

In detail, in the site of the steelworks, a track having almost the same structure as a track on which a passenger railway vehicle can run is laid. A plurality of the tracks are connected via points (branch points) so that a plurality of chaotic vehicles can travel. The multiple tracks connect blast furnaces, preliminary smelting facilities, converter facilities, and the like, and the kneading vehicle can transport the molten iron charged between the facilities.
Chaotic cars are not connected to locomotives because they cannot run on their own. This locomotive is running by towing a chaotic vehicle or pushing a chaotic vehicle. These chaotic vehicles and locomotives are connected to the vehicle by a driving operator at the head of the vehicle, and the driving operator drives (operates) the vehicle to move the chaotic vehicle to a predetermined location. I am letting. In addition, there is a control operator instructing the dispatch of a vehicle (chaos car) on the track in a control room provided in the site of the steelworks. This control operator issues instructions for efficient placement and operation of chaotic vehicles.

The operation of the chaotic vehicle as described above is performed safely and reliably by accurate judgment of operators (driving operators MA, MB) who are involved in the operation such as driving operators and control operators. However, the operation by the driving operators MA and MB is always accompanied by the possibility of an accident (for example, a collision between vehicles on a track) due to human error.
As a technique for preventing a collision between vehicles, there is a technique for passenger railway vehicles disclosed in Patent Document 1.

  That is, in Patent Document 1, a first absolute position signal indicating the absolute position of a train moving on a track from the starting point of the track is detected from a plurality of radio position signs provided along the track and emitting a signal. The train position detecting means, the other train position detecting means for detecting the second absolute position signal indicating the absolute positions of all other trains, the train and the other from the first and second absolute position signals. A relative distance calculating means for calculating a relative distance between the train, a determining means for determining another train at a position closest to the traveling direction of the train by the calculated relative distance, and the determined other And a speed control means for controlling the speed of the train based on the relative distance to the vehicle, and using the train collision prevention device, the absolute position information from each of all other trains for a specific train The predetermined communication hand The absolute position information of all trains is transmitted from the specific train to all the trains via the communication means, and in each train, the absolute position of the train and the absolute position of other trains are transmitted. The relative distance between the train and the other train is calculated from the position, the other train in the position closest to the traveling direction of the train is determined, and the relative distance from the determined other vehicle is determined. A technique for performing a speed control based on the above and preventing a collision accident of a train moving on a track is disclosed.

Moreover, as a technique for preventing a collision between vehicles (trains), there is a technique disclosed in Patent Document 2.
That is, Patent Document 2 describes a simple train collision prevention system that prevents a collision between trains on a single-track train track, and a function for acquiring position information of the own train based on at least a signal from a GPS (Global Positioning System). And car navigation having a function of acquiring the position information of the own train based on the distance traveled by the independent traveling mechanism, and at least position information of the own train acquired by the car navigation using MCA (Multi-Channel Access) A technique is disclosed in which each train has communication means for notifying trains located in front and rear.

Japanese Patent No. 3492780 JP 2003-48541 A

  As described above, two or more chaotic vehicles have entered the same track due to human error of the driving operators MA and MB on the track in the steelworks where a plurality of chaotic vehicles are present and moving. There is a possibility. In this case, the danger of a chaotic vehicle collision accident increases. In the unlikely event that a vehicle collision occurs, the manufacturing process in the factory may be stopped, which may greatly affect daily production.

In order to avoid such inconvenience, the driving operators MA and MB are paying attention. However, in the case of the inexperienced driving operators MA and MB, the position of the chaotic vehicle on the track may be insufficiently understood. As a result, accident avoidance may not be ensured.
In order to avoid such inconvenience, it is conceivable to apply the techniques of Patent Document 1 and Patent Document 2. However, Patent Document 1 discloses a technology for passenger railway, and for the realization, there are devices such as a large computer that processes a plurality of signal signs laid on a track and a lot of vehicle information. Besides being necessary, these devices are large and expensive to install. That is, there is a problem that it cannot be applied to a chaotic vehicle moving on a track of a factory site such as a steel mill.

  Patent Document 2 discloses a technique for preventing a collision between trains on a single-track train track, and is a chaos that moves on a plurality of tracks laid in a steel works via branch points. The collision between cars cannot be avoided. For example, when a chaotic vehicle passes a junction (branch point) on a track, another chaotic vehicle moving near the junction on the track enters the same track and collides with it. There is a risk of it. When such a collision occurs, the manufacturing process in a factory such as a steel mill stops, and the daily production is greatly affected.

  In other words, at present, no technology has been developed to prevent the collision of chaotic cars in steelworks, and based on the human work that relies on the experience of the driving operators MA and MB, The fact is that prevention is being carried out. In fact, there is an urgent need for the construction of a system that urges all operators involved in the operation to take precautions to prevent collisions between vehicles.

  Therefore, in view of the above problems, the present invention is based on information on a track divided into a plurality of meshes, information on a vehicle traveling on the track, and vehicle position information, and the presence of the vehicle and the obstacle. To provide a vehicle collision warning system that sets a search tentacle to search for a vehicle, reliably determines the possibility of a vehicle collision using this search tentacle, and informs the operator involved in the operation of the risk of vehicle collision For the purpose.

In order to achieve the above-mentioned object, the following technical means are taken in the vehicle collision warning system of the present invention.
A vehicle collision warning system according to the present invention is a vehicle collision warning system that warns an operator engaged in operation of a possibility that a first vehicle and a second vehicle traveling on a track laid in a factory will collide. The vehicle collision warning system includes “trajectory information” in which information about a track divided into a plurality of meshes is recorded in advance, and “vehicle information” in which information about a vehicle traveling on the track is recorded in advance. The “vehicle position information detecting means” for obtaining “vehicle position information” indicating the positions of the first vehicle and the second vehicle traveling on the track, and the “vehicle position information detecting means” are calculated. Based on the “vehicle position information” and the “vehicle information”, a “search tentacle setting unit” for setting a search tentacle for searching for the presence of the vehicle and an obstacle, and a search set by the “search tentacle setting unit” Tentacles In addition, the “collision judging means” for judging the possibility of collision between the first vehicle and the second vehicle, and the possibility of the vehicle collision calculated by the “collision judging means” for the operator engaged in the operation. It is characterized by having "notification means" notified as a warning.

Preferably, the vehicle information may include at least one of a total length of the vehicle and a braking distance of the vehicle.
Preferably, the search tentacle setting means sets a search tentacle having a length extending from the front or rear of the vehicle and determined based on the “vehicle information”.
Preferably, the vehicle position information detecting means is configured to detect the position of the vehicle using GPS and / or RFID provided in the vehicle.

Preferably, the collision determination means makes contact between a search tentacle set for the first vehicle traveling on the track and a search tentacle set for the second vehicle traveling on the track. In such a case, it may be determined that “there is a possibility of a vehicle collision”.
Preferably, the collision determination unit is configured such that when the search tentacles set on the first vehicle and the second vehicle traveling on the track touch an obstacle existing on the track, the “vehicle It may be determined that there is a possibility of a collision.

Preferably, the collision determination means uses the “oblique connection information” in which the connection state of the track is “branch” or “merge” among the track information, and the collision determination means travels on the track. When the search tentacle set for one vehicle and the search tentacle set for the second vehicle traveling on the track come into contact with each other, it may be determined that there is a possibility of an oblique collision. .
Preferably, the collision determination means uses a cross point that is a point where the trajectory intersects from the trajectory information, and "cross trajectory information" that includes information on a mesh connected to the cross point, When the search tentacle set for the first vehicle traveling on the track and the search tentacle set for the second vehicle traveling on the track come into contact with each other, “cross” It may be determined that there is a possibility of a collision.

Preferably, the vehicle collision warning system includes a computer, and the vehicle position information detection means, the search tentacle setting means, the collision determination means, the notification means, and the trajectory are included in the computer. Storage means in which information and vehicle information are recorded may be provided.
Preferably, the factory is a steel mill, the vehicle is a chaotic vehicle and a locomotive connected to the chaotic vehicle, and vehicle information of the vehicle is connected to the locomotive and the locomotive. It is good that it is the full length of a vehicle including a chaotic vehicle.

  According to the present invention, there is provided a search tentacle for searching for the presence of the vehicle and an obstacle based on information on the track divided into a plurality of meshes, information on a vehicle traveling on the track, and position information of the vehicle. It is possible to set and use this search tentacle to reliably determine the possibility of a vehicle collision and to notify the operator involved in the operation of the danger of the vehicle collision.

It is the figure which showed roughly the method of conveying the hot metal extracted from the blast furnace to a converter. It is the figure which showed roughly the vehicle collision warning system of this invention. It is the figure which showed typically the track and branching point of a chaotic car in a steelworks, and divided this track into a plurality of meshes. It is the figure which showed an example of the connection condition of a locomotive and a chaotic vehicle, and vehicle information. It is the figure which put together the information regarding the length of the search tentacle in each vehicle. It is the figure which put together the information regarding the length of the search tentacle in each obstacle. It is the figure which showed exemplarily the case where the two chaotic vehicles which move on a track | truck do not collide. It is the figure which showed the possibility that two chaotic vehicles which move on a track | truck may collide head-on. It is the figure which showed exemplarily possibility that two vehicles which move on the track in a steelworks in a 2nd embodiment approach on the same track and collide diagonally. It is the figure which put together the connection information with which the vehicle collision warning system of 2nd Embodiment is equipped. It is the figure which showed the method of producing the diagonal track information for determining the "diagonal collision" with which the vehicle collision warning system of 2nd Embodiment is equipped. It is the figure which showed the preparation method of the terminal track information for determining the "terminal collision" with which the vehicle collision warning system of 3rd Embodiment is equipped. It is the figure which showed exemplarily possibility that two vehicles which move on the track in a steelworks in a 4th embodiment approach on the track which shares a cross point, and collide with the cross point concerned. It is the figure which showed the preparation method of the cross track information for determining the "cross collision" with which the vehicle collision warning system of 4th Embodiment is equipped.

Embodiments of a vehicle collision warning system according to the present invention will be described below with reference to the drawings. Note that the numerical values shown in the description of the present embodiment and the drawings are exemplary, and the present invention is not limited to these numerical values.
[First Embodiment]
The vehicle collision warning system 1 according to the present invention assists in preventing a collision between conveyance vehicles during conveyance when conveying various raw materials and products on a track R such as a track in a factory. is there.

Hereinafter, as an embodiment, a vehicle collision warning system 1 for a chaotic vehicle 3 (topped car) that conveys hot metal from a blast furnace 5 to a converter facility 6 will be described while assuming a steel mill.
As shown in FIG. 1, the kneading vehicle 3 is a transport vehicle that transports the hot metal before the refining process that has come out of the blast furnace 5 to the converter facility 6, and moves on a track R that is configured by a track laid in advance. To convey the hot metal. The chaotic vehicle 3 first receives hot metal in the blast furnace 5. Thereafter, the chaos car 3 moves to the removal building, and the slag on the hot metal is removed. After the removal, the kneading vehicle 3 moves to the converter facility 6 and charges the molten iron into the ladle.

The kneading vehicle 3 that performs hot metal conveyance includes a container body that is barrel-shaped and into which molten iron is charged, and a carriage that supports the container body and moves on the track R. The chaotic vehicle 3 in which the container body and the carriage are integrated moves on the track R.
The track R laid in the site of the steel works has substantially the same configuration as a track on which a passenger railway vehicle can travel, and includes a pair of left and right rails. A plurality of the tracks R are connected via a branch point P (point), and connect the blast furnace 5, the preliminary refining equipment, the converter equipment 6, and the like. A plurality of tracks R connecting the respective facilities are laid in a complicated manner. By switching the points on the track R, the chaotic vehicle 3 can travel toward each facility.

  In addition, since the chaotic vehicle 3 cannot be self-propelled, it is connected to the locomotive 2 having a power unit (hereinafter, a vehicle in which the chaotic vehicle 3 and the locomotive 2 are connected is referred to as a vehicle 4). The chaotic vehicle 3 travels on the track R by being pulled or propelled by the locomotive 2. In the description of the present embodiment, the trajectory R is distinguished into an up line and a down line. On a certain track R, the chaotic vehicle 3 may move from one to the other, and may move from the other to the other. That is, the chaotic vehicle 3 may move while being pulled by the locomotive 2 or may be in a situation where it is moved while being pushed by the locomotive 2.

  At the head of the vehicle 4 traveling on the track R, an operation operator MB that operates and operates the vehicle 4 is in charge. By operating (operating) the vehicle 4 by the operation operator MB, the chaotic vehicle 3 is moved to a predetermined place. When the locomotive 2 is connected to the rear of the chaotic vehicle 3, the operation operator MB drives the locomotive 2 by remote control from the top of the chaotic vehicle 3. On the other hand, in the control room 7 provided in the site of the steelworks, there is a control operator MA that instructs the vehicle 4 to be dispatched. This control operator MA issues a command for efficient deployment of the vehicle 4 and operation.

Nonetheless, for operation management by the operation operator MB and the control operator MA (both of which may be referred to as the driving operator MA, MB), accidents caused by human error (for example, collision between vehicles 4) May occur. Therefore, by using the vehicle collision warning system 1 of the present invention, a situation in which the vehicles 4 may collide with each other with respect to the plurality of vehicles 4 traveling on the track R laid in the factory is detected and operated. By communicating the information to the driving operators MA and MB involved, it is possible to contribute to safe operation of the vehicle 4 (chaos car 3).

Hereinafter, the vehicle collision warning system 1 of the present invention will be described.
As shown in FIG. 2, the vehicle collision warning system 1 according to the first embodiment includes a computer 8 (server) installed in the control room 7 and the “possibility of vehicle collision” calculated by the computer 8. A display 14 (display monitor) for displaying is provided.
As shown in FIG. 2, a track route map (for example, a diagram as shown in FIG. 4) in the steel works is displayed on the display monitor 14. In the track route map, all points P (branch points) on the track R and the track R between the points P are displayed. A mesh M obtained by dividing the track R into a plurality of tracks is also displayed on the track map.

  Further, the display monitor 14 displays the current positions and operating directions of all the vehicles 4 (chaos car 3) traveling on the track R, and the control operator MA dispatches the vehicle 4 while looking at the display on the display monitor 14. Can be issued. In addition, a warning for a collision between the vehicles 4, that is, a “possibility of a vehicle collision” is displayed on the display monitor 14. The control operator MA can know the “possibility of a vehicle collision” by viewing the display monitor 14 and take appropriate measures such as notifying the operation operator MB of an instruction to stop the movement of the vehicle 4. It becomes possible to take.

  It is preferable that a monitor (operation support monitor 15) that displays the same content as the display monitor 14 is provided at the head of the vehicle 4, that is, the driver seat of the locomotive 2 that pulls the chaotic vehicle 3. In this case, the operation operator MB can visually check the operation support monitor 15 to know the possibility of a vehicle collision, and can take appropriate measures such as stopping the movement of the vehicle 4.

  The warning of “possibility of vehicle collision” on the display monitor 14 installed in the control room 7 may be issued in order from the vehicle 4 having the highest possibility of collision. For example, on the display monitor 14, the display of the vehicle 4 that is highly likely to collide is turned on or blinking (warning) in red, and thereafter, the display of the vehicle 4 that is less likely to collide is lit in yellow. Or it is good to display blinking (caution). Moreover, about the display of the vehicle 4 without the possibility of a collision, it is good to make it light green (safe). In addition to the display on the display monitor 14, notification with sound by a warning device such as a buzzer or notification with light by a warning light may be performed. Only notification by sound and light is sufficient.

  By the way, in order to accurately calculate the “possibility of vehicle collision”, it is necessary for the computer 8 provided in the control room 7 to reliably grasp the current positions of all the vehicles 4. Accordingly, a positioning detection device 13 that detects the position and speed of the vehicle 4 using GPS and / or RFID is mounted on all the vehicles 4 (for example, the locomotive 2) traveling on the track R. Information on the detected position and speed of the vehicle 4 is transferred to the computer 8 in the control room 7 using wireless communication means such as a wireless LAN. The transferred position and speed information of the vehicle 4 is stored in the storage means 12 in the computer 8 provided in the control room 7.

  In addition to the storage unit 12, the computer 8 in the control room 7 includes a vehicle position information detection unit 9, a collision determination unit 10, a notification unit 11, and a search tentacle setting unit 17. Using the search tentacle 16 (details will be described later) set by the search tentacle setting means 17, the “possibility of a vehicle collision” between the first vehicle 4 a and the second vehicle 4 b is calculated, and the notification means 11 is used. The driver operators MA and MB are notified. These means 9, 10, 11, 12 provided in the computer 8 are realized by software.

In order to calculate the “possibility of a vehicle collision” in the computer 8 in the control room 7, first, the “vehicle position information” of the vehicle 4 is calculated using the vehicle position information detecting means 9 provided in the computer 8. . “Vehicle position information” indicates the positions of the first vehicle 4 a and the second vehicle 4 b traveling on the track R.
Next, based on the “vehicle position information” calculated by the vehicle position information detection means 9 and the “vehicle information”, the vehicle 4 traveling on the track R (track map) using the search tentacle setting means 17. The length of the search tentacles 16 extending from the front or rear of is set. The search tentacle 16 is determined based on “vehicle information” represented by the length of the vehicle 4, the brake braking distance, and the like. The object X (including a place where the connection state of the trajectory is the terminal) is searched.

  Then, by using the search tentacle 16 set by the search tentacle setting unit 17, the collision determination unit 10 determines the possibility that the first vehicle 4 a moving on the track R and the second vehicle 4 b collide. . Note that “trajectory information” is information in which information related to the track R divided into a plurality of meshes M is recorded in advance, and “vehicle information” is information in which information related to a vehicle traveling on the track R is recorded in advance. (Details will be described later).

  Using such information, the collision determination means 10 applies the search tentacle 16a set for the first vehicle 4a traveling on the track R and the second vehicle 4b traveling on the track R. When contact is made with the set search tentacle 16b, it is determined that “there is a possibility of a vehicle collision”. Further, the collision determination means 10 is such that the search tentacles 16a and 16b set on the first vehicle 4a and the second vehicle 4b traveling on the track R come into contact with the obstacle X existing on the track R. In this case, it is determined that “there is a possibility of a vehicle collision”.

  The reason why the collision determination means 10 performs the process using the search tentacle 16 determined by the length of the vehicle 4, the brake braking distance, or the like is usually that when two vehicles 4 are considered, When present at the same position, it is considered a “collision”. However, in reality, the vehicle 4 has a predetermined length, and when a portion corresponding to the region of the length overlaps, a collision occurs. Further, the vehicle 4 cannot stop instantaneously, and a distance called a brake braking distance is required. Therefore, even if the two vehicles 4 existing within this distance do not exist at the same position, there is a possibility of a collision.

The “possibility of a vehicle collision” determined by the collision determination means 10 is displayed on a monitor (display monitor 14 or operation support monitor 15) using the notification means 11, and is notified to all the driving operators MA and MB and warned. Like to do.
As the driving operators MA and MB visually check the display monitor 14 and the operation support monitor 15, even if the driving operators MA and MB are inexperienced, the position of the vehicle 4 on the track R, collision Therefore, it is possible to accurately determine the possibility of accident avoidance to the driving operators MA and MB.

Hereinafter, “vehicle position information”, “vehicle information”, “trajectory information”, and the search tentacle 16 will be described in detail, and details of the determination process in the collision determination unit 10 will be described.
First, “trajectory information” that is information related to the track R on which the vehicle 4 travels will be described in detail.
FIG. 3 shows a track diagram schematically representing a part of the track R in the steelworks site. The track map is displayed on the display monitor 14 in the control room 7 and the operation support monitor 15 provided in the vehicle 4.

  As shown in FIG. 3A, in the track route map, the track R is indicated by a line segment, and an intersection or a branch point of the track R and the track R, that is, a point P (track point) is indicated by a circle. Has been. A trajectory R sandwiched between one point P and another point P can also be considered as a zone Z. In the case of the first embodiment, the points are displayed as P1 and P2, and the zones are displayed as Z (1) and Z (2). Moreover, the vehicle 4 is displayed as V1 and V2. In addition, the name of the point P and the name of the zone Z are displayed, and in addition, the position of the vehicle 4 in operation is also indicated by a square mark.

The right side of the page is the up line of the track R, and the left side is the down line of the track R. Such “trajectory information” is divided into a case where the vehicle 4 can pass in the traveling direction and a case where the vehicle 4 cannot pass in the traveling direction. Has been created.
For example, in the uphill of the zone Z (1) shown in FIG. 3B, the vehicle traveling in the zone Z (1) is any one of the zone Z (2), the zone Z (3), and the zone Z (4). Can enter. In addition, when descending zone Z (1), vehicle 4 traveling in zone Z (1) can enter either zone Z (7) or zone Z (8). Based on such information, at least two types of “orbit information” are created. In other words, the “trajectory information” is information on the distance between the two meshes M, and information on the route that indicates which zone Z the vehicle 4 traveling on a certain zone Z can enter next. is there.

  By the way, the zone Z is always in contact with the point P. By switching the point P in contact with the zone Z, the vehicle 4 can travel toward each equipment such as the blast furnace 5, the preliminary refining equipment, and the converter equipment 6. However, even if the point P is switched, the vehicle 4 traveling in the zone Z cannot change direction freely. For example, in FIG. 3A, when the first vehicle 4a is traveling from the zone Z (12) toward the zone Z (9), the zone Z (2) and the zone Z (11) are reached at the point P8. Cannot enter. That is, in order for the vehicle 4 to change direction, the angle between the two zones Z needs to be an obtuse angle (an angle greater than 90 °).

  Next, as shown in FIG. 3 (b), the trajectory R shown in the trajectory route map of FIG. 3 (a) is divided into a plurality of meshes M. In the case of the first embodiment, the mesh is displayed as M (1), M (2)..., And this mesh M divides the line segment of the track route map every 10 m using a short line. The mesh M shows the current position of the vehicle 4 in detail, and the current position of all the vehicles 4 traveling on the track R in the steelworks site can be easily grasped. Further, the mesh M can refer to the mesh information for each vehicle 4 indicated in the “vehicle information”. That is, the total length of the vehicle 4 and the brake braking distance with respect to the traveling direction can be grasped using FIG.

Further, the first vehicle 4a (V1) passes through the position of the mesh M (2) on the track R, and the second vehicle 4b (V2) passes through the position of the mesh M (19). It is shown. These pieces of information are calculated as “vehicle position information” using the vehicle position information detecting means 9 provided in the computer 8 (details will be described later).
Next, the “vehicle information” regarding the vehicle 4 will be described in detail.

“Vehicle information” includes at least one of the information related to the vehicle 4 such as the total length of the vehicle 4, the braking distance of the vehicle 4, and the weight of the vehicle 4 (presence of hot metal).
FIG. 4 shows a connection state between the locomotive 2 moving on the track R and the chaotic vehicle 3. As is clear from this figure, the locomotive 2 moves the chaotic vehicle 3 by towing the chaotic vehicle 3 or propelling it from the rear side of the chaotic vehicle 3. In the description of the first embodiment, the total length of the locomotive 2 is about 10 m, and the total length of the chaotic wheel 3 is about 27 m. In addition, the brake braking distance of the locomotive 2 in fine weather is set to 50 m. It is assumed that the brake braking distance of the locomotive 2 varies depending on weather conditions such as weather and temperature. For example, in the case of rain, the brake braking distance of the locomotive 2 is set to 80 m.

FIG. 4A shows a state in which one locomotive 2 is pulling two chaotic vehicles 3, and the total length of these vehicles 4 is about 64 m. Accordingly, the vehicle 4 in FIG. 4A holds information such as 6 mesh or 7 mesh as “vehicle information” (10 m = 1 mesh).
Further, if the brake braking distance of the locomotive 2 in FIG. 4 (a) is 50m in the fine weather and 80m in the rainy weather, the vehicle 4 in FIG. Information such as 5 mesh or 8 mesh is held.

When considering a frontal collision of the vehicle 4, the brake braking distance of the locomotive 2 is important, and 5 mesh (when clear) and 8 mesh (when raining) of “vehicle information” are important. When considering a rear-end collision of a vehicle, the length of the vehicle 4 is important, and attention is paid to 6 mesh or 7 mesh of “vehicle information”.
That is, when considering the risk of a frontal collision of the vehicle 4 as shown in FIG. 4A, it is necessary to consider not only the position of the vehicle 4 but also the 5 and 8 meshes of the brake braking distance of the locomotive 2. is there. Further, when considering the rear collision (rear collision) of the vehicle 4 and the danger of colliding with the side of the vehicle 4 as shown in FIG. 4A, not only the position of the vehicle 4 but also the length of the vehicle 4 is 6 mesh. It is necessary to consider 7 mesh. For further safety, it is necessary to simultaneously consider the 5 and 8 mesh brake braking distance of the locomotive 2.

FIG. 4B shows a state in which one locomotive 2 pushes one chaotic vehicle 3, and the total length of these vehicles 4 is about 37 m. Therefore, the vehicle 4 in FIG. 4B holds information such as 3 mesh or 4 mesh as “vehicle information”.
If the brake braking distance of the vehicle 4 in FIG. 4B is 50 m (at the time of fine weather), the vehicle 4 in FIG. 4B has a chaotic vehicle with a brake braking distance of 5 mesh as “vehicle information”. Information such as 8 meshes or 9 meshes obtained by adding 3 meshes or 3 meshes having a length of 3 is held.

On the other hand, if the brake braking distance of the vehicle 4 in FIG. 4B is 80 m (when it is raining), the vehicle 4 in FIG. 4B has a chaotic vehicle with 8 meshes of the brake braking distance as “vehicle information”. Information such as 11 meshes or 12 meshes obtained by adding 3 meshes or 4 meshes having a length of 3 is held.
Here, when considering the risk of a frontal collision of the vehicle 4 as shown in FIG. 4B, not only the position of the vehicle 4 but also the 5 and 8 mesh brake braking distance of the locomotive 2 and the chaotic vehicle 3 It is necessary to consider the length of 3 mesh or 4 mesh. Further, when considering the rear collision (rear collision) of the vehicle 4 and the danger of colliding with the side of the vehicle 4 as shown in FIG. 4B, only the position of the vehicle 4 needs to be considered. In the case of the vehicle 4 as shown in FIG. 4B, the operation operator MB may get on the leading chaotic vehicle 3. At that time, the operation operator MB drives the locomotive 2 by remote control.

The above-mentioned “vehicle information” is recorded in advance in the storage means 12 in the computer 8 and used for the collision determination means 10 described later.
Next, “vehicle position information” indicating the position of the vehicle 4 traveling on the track R will be described in detail.
FIG. 3 shows “vehicle position information” that the first vehicle 4 a and the second vehicle 4 b are traveling in the zone Z on the track R in the track route map.

  In FIG. 3B, the first vehicle 4a (V1) travels in the zone Z (13) toward the point P2 (upward line direction), and the second vehicle 4b (V2) travels in the zone Z (19 ) Toward point P11 (downward direction). In displaying the traveling status of the first vehicle 4a and the second vehicle 4b, the first vehicle 4a and the second vehicle 4b are equipped with a positioning detection device 13 using a GPS and / or RFID tag. The position and speed of the first vehicle 4a and the second vehicle 4b are detected. Information on the detected positions and speeds of the first vehicle 4a and the second vehicle 4b is transferred to the computer 8 provided in the control room 7 using wireless communication means and stored in the storage means 12.

  Based on the travel information of the first vehicle 4a and the second vehicle 4b stored in the storage means 12, the vehicle position information detection means 9 is "vehicle position information" for the first vehicle 4a and the second vehicle 4b. Ask for. “Vehicle position information” of the first vehicle 4a is “present in the mesh M (2) and going to the point P2 (upward direction) and currently passing through the zone Z (13). After passing through the point P2. It is possible to go to zone Z (7), and after passing point P3 immediately after point P2, it is possible to go to zone Z (14). "

Similarly, the “vehicle position information” of the second vehicle 4b is “passing through the zone Z (19) while existing in the mesh M (19) toward the point P11 (downward direction). After passing through, it is possible to go to zone Z (18) and zone Z (22). "
When the “vehicle position information” obtained (obtained online) is displayed on the track route map of the display monitor 14, the control operator MA of the control room 7 who has seen it travels on the track R. For the vehicle 4 to be operated, an accurate operation instruction (a dispatch instruction) can be given to the operation operator MB.

On the basis of the “vehicle position information” and “vehicle information” obtained as described above, the search tentacle setting means 17 in the computer 8 in the control room 7 uses the vehicle traveling on the track R (track map). 4 and the search tentacle 16 for searching for the presence of the obstacle X are set.
The search tentacle 16 extends along the track route map from the front or rear of the vehicle 4, and the tip of the search tentacle 16 touches the search tentacle 16 and the obstacle X of the other vehicle 4, thereby detecting the presence of the vehicle 4 and the obstacle X. It is something to recognize.

  When reaching the point P (branch point), the search tentacle 16 is divided into zones Z that are branched into 2 to 3 and extends. That is, the search tentacles 16 extend to the zones Z where the vehicle 4 can travel. For example, as shown in FIG. 3 (b), the search tentacle 16a of the first vehicle 4a has the zone Z (13) to zone Z (7), the zone Z (13) to zone Z (12), and the zone Z ( 13) to zone Z (14), respectively. The search tentacle 16 is calculated on the computer 8 and displayed on the display monitor 14 and the operation support monitor 15.

The search tentacle setting means 17 sets the length of the search tentacle 16 of the vehicle 4 described above. The length of the search tentacle 16 of the vehicle 4 is determined based on “vehicle information” recorded in advance in the storage unit 12 in the computer 8 and is set to the vehicle 4 traveling on the track route map.
For example, the length of the search tentacle 16a of the first vehicle 4a is the sum of the total length (6-7 mesh) of the first vehicle 4a and the braking distance (5 mesh) of the first vehicle 4a when the weather is fine. 12 mesh. Further, the length of the search tentacle 16a of the first vehicle 4a in the rain is 15 plus the total length (6-7 mesh) of the first vehicle 4a and the braking distance (8 mesh) of the first vehicle 4a. Set as mesh.

  Similarly, the length of the search tentacle 16b of the second vehicle 4b is the sum of the total length (6 to 7 mesh) of the second vehicle 4b and the braking distance (5 mesh) of the second vehicle 4b in fine weather. Set to 12 meshes combined. Further, the length of the search tentacle 16b of the second vehicle 4b in the rainy weather is the sum of the total length (6-7 mesh) of the second vehicle 4b and the braking distance (8 mesh) of the second vehicle 4b. Set as mesh.

  Further, the length of the search tentacle 16c of the third vehicle 4c is the sum of the total length of the third vehicle 4c (6-7 mesh) and the braking distance (5 mesh) of the third vehicle 4c when the weather is fine. 12 mesh. In addition, the length of the search tentacle 16c of the third vehicle 4c in the rainy weather is the sum of the total length of the third vehicle 4c (6-7 mesh) and the braking distance (8 mesh) of the third vehicle 4c. Set as mesh.

In FIG. 5, on the trajectory R divided into a plurality of meshes M, the passage sections of the search tentacles 16 set based on “vehicle position information” and “vehicle information” are recorded (obtained online). B) “Mesh passage information” is shown. In the “mesh passage information” shown in FIG. 5, information on all the vehicles 4 traveling on the track R is displayed.
For example, as shown in FIG. 3B, when the first vehicle 4a (V1) passes through the mesh M (2) on the zone Z (13), the search tentacle 16a of the first vehicle 4a. Passes from the mesh M (2) through the point P2 and the point P3, and reaches the mesh M (30) on the zone Z (12) (12 mesh).

  Further, the search tentacle 16a of the first vehicle 4a turns right from the mesh M (2) at the point P2, passes through the zone Z (7), turns left at the point P5, and meshes M (on the zone Z (1). 76) (12 mesh). Further, the search tentacle 16a of the first vehicle 4a makes a left turn at the point P3 from the mesh M (2), passes through the zone Z (14), makes a right turn at the point P1, and meshes M ( 71) (12 mesh).

  The “mesh passage information” of the search tentacle 16a of the first vehicle 4a is indicated by a bar or the like in the column where (V1) and meshes M (2) to M (7) in FIG. It is shown that the search tentacle 16a of one vehicle 4a passes between the mesh M (2) and the mesh M (7). Similarly, (V1) and mesh M (24) to mesh M (30) in FIG. 5 are marked with a bar or the like in the column where the mesh M (24) to mesh M (30) intersect, and the search tentacle 16a of the first vehicle 4a is mesh M (24). To the mesh M (30). Thereafter, the above is repeated, and “mesh passage information” of the search tentacle 16a of the first vehicle 4a is written in the column where (V1) and the passing mesh M in FIG. 5 intersect.

  Further, when the second vehicle 4b (V2) passes through the mesh M (19) on the zone Z (17), the search tentacle 16b of the second vehicle 4b moves from the mesh M (19) to the point P7. And reaches the mesh M (74) on the zone Z (15) (12 mesh). Similarly, the “mesh passage information” of the search tentacle 16b of the second vehicle 4b is also indicated by a bar or the like in the column where (V2) and meshes M (8) to M (19) in FIG. 5 intersect. This indicates that the search tentacle 16b of the second vehicle 4b is passing from the mesh M (8) to the mesh M (19). Thereafter, by repeating the above, “mesh passage information” of the search tentacle 16b of the second vehicle 4b is written in the column where (V2) and the passing mesh M in FIG. 5 intersect.

  When the third vehicle 4c (V3) passes through the mesh M (55) on the zone Z (19), the search tentacle 16c of the third vehicle 4c reaches the mesh M (43). ing. The other search tentacles 16c of the third vehicle 4c have reached the mesh M (37). The other search tentacles 16c of the third vehicle 4c have reached the mesh M (66). The other search tentacles 16c of the third vehicle 4c have reached the mesh M (112). The other search tentacles 16c of the third vehicle 4c have reached the mesh M (98).

  Similarly, the “mesh passage information” of the search tentacle 16c of the third vehicle 4c also intersects (V3) in FIG. 5 with meshes M (43) to M (55) (not shown). This is indicated by a bar or the like in the column to indicate that the search tentacle 16b of the second vehicle 4b is passing from the mesh M (43) to the mesh M (55). Thereafter, the above is repeated, and “mesh passage information” of the search tentacle 16c of the third vehicle 4c is written in the column where (V3) and the passing mesh M in FIG. 5 intersect.

Note that the length of the mesh described in the “mesh passage information” is branched to 2 to 3 at the point P, so the length of the mesh after branching is also added, and the length of the mesh that the vehicle 4 has is added. (For example, longer than 12 mesh).
The “trajectory information” described above is recorded in advance in the storage means 12 in the computer 8 and is used in the collision determination means 10 described later.

In order to avoid a collision with the obstacle X, the obstacle X can be regarded as the vehicle 4 and the search tentacle 16 can be set for the obstacle X.
FIG. 6 shows “obstacle information” in which information on the search tentacle 16x mesh M of the obstacle X is recorded on the trajectory R divided into a plurality of meshes M. Here, the obstacle X is a track R on which the vehicle 4 cannot enter, such as a terminal / signal of the track R in the steelworks, a building in the steelworks, and a temporary table.

  For example, if the obstacle X (1) is the end of the trajectory R (zone Z (8)) and the search tentacle 16x extending from the obstacle X (1) is 5 mesh, ( X (1)) and the mesh M (203) to mesh M (207) are marked with a bar or the like in the column where the search tentacle 16x for the obstacle X (1) is transferred from the mesh M (203) to the mesh M ( 207) is shown passing.

The “obstacle information” described above is recorded in advance in the storage means 12 in the computer 8 and is used in the collision determination means 10 described later.
In the collision determination means 10 in the computer 8 in the control room 7, the search tentacle 16 set by the search tentacle setting means 17 based on the “vehicle position information” and “vehicle information” obtained as described above. Using the length, the possibility that the vehicles 4 traveling on the track R collide with each other is calculated, and a process for warning the operation operator MB is performed. The determination process of the “possibility of a vehicle collision” will be described with examples.

  The collision determination means 10 includes a search tentacle 16a set on the first vehicle 4a traveling on the track R and a search tentacle 16b set on the second vehicle 4b traveling on the track R. When contact is made, the search tentacles 16a and 16b set on the first vehicle 4a and the second vehicle 4b traveling on the track R are determined as “possibility of vehicle collision”. When the vehicle touches the obstacle X existing on the track R, it is determined that “there is a possibility of a vehicle collision”.

In the first embodiment, as shown in FIG. 4A, it is assumed that the vehicle 4 pulls two chaotic vehicles 3 by one locomotive 2. Therefore, the total length of the vehicle 4 is 64 m, and this “vehicle information” is 6 to 7 mesh. In the case of fine weather, the braking distance of the locomotive 2 is 50 m, and this “vehicle information” is 5 mesh. Further, in case of rain, the braking distance of the locomotive 2 is 80 m, and this “vehicle information” is 8 mesh.
[Case 1]
In FIG. 7, the first vehicle 4a is passing through the mesh M (2) in the zone Z (13), and the second vehicle 4b is passing through the mesh M (19) in the zone Z (17). If the vehicle continues to travel on the track R as it is, the possibility that the first vehicle 4a and the second vehicle 4b collide head-on is schematically shown.

The collision determination means 10 provided in the computer 9 uses the search tentacle 16 set by the search tentacle setting means 17 based on the “vehicle position information” and the “vehicle information” calculated by the vehicle position information detection means 9. Thus, the possibility of a frontal collision between the first vehicle 4a and the second vehicle 4b traveling on the track R is determined.
Specifically, referring to FIG. 4 and FIG. 7, the search tentacle 16a of the first vehicle 4a (V1) passing through the mesh M (2) (in the upward line direction) is in fine weather (length: 12 mesh), passing through the points P2 and P3, it can be seen that the mesh M (30) on the zone Z (12) has been reached. Further, it can be seen that the search tentacle 16a of the first vehicle 4a turns right at the point P2, passes through the zone Z (7), and reaches the mesh M (76) on the zone Z (1). Further, it can be seen that the search tentacle 16a of the first vehicle 4a turns left at the point P3, passes through the zone Z (14), and reaches the mesh M (71) on the zone Z (15).

On the other hand, the search tentacle 16b of the second vehicle 4b (V2) passing through the mesh M (19) (downward direction) passes the point P7 when the weather is fine (length: 12 mesh), It can be seen that the mesh M (74) on the zone Z (15) has been reached.
Then, the collision determination means 10 uses the search tentacle 16a of the first vehicle 4a and the search tentacle 16b of the second vehicle 4b set by the search tentacle setting means 17 to use the first vehicle 4a and the second vehicle 4b. The possibility of collision with 4b is determined.

  As shown in FIG. 7, the tips of the search tentacles 16a set in the first vehicle 4a traveling on the zone Z (13) are mesh M (30), mesh M (71), and mesh M (76. ). Further, the tip of the search tentacle 16b set for the second vehicle 4b traveling on the zone Z (17) has reached the mesh M (74). In this case, it can be seen that the search tentacle 16a of the first vehicle 4a traveling on the track R and the second vehicle 4b search tentacle 16b traveling on the track R are not in contact with each other. That is, the first vehicle 4a and the second vehicle 4b are located far away, in other words, it is understood that the possibility of a frontal collision between the vehicles 4 is low (no collision).

As a result, the collision determination means 10 notifies the control operator MA and the operation operator MB through the notification means 11 that the possibility that the first vehicle 4a and the second vehicle 4b will collide is low.
Next, as shown in FIG. 8, it is considered that the first vehicle 4a and the second vehicle 4b proceed forward. For example, the first vehicle 4a reaches the mesh M (4) on the zone Z (13) (in the upward line direction), and the second vehicle 4b reaches the mesh M (17) on the zone Z (17). Consider the (downlink direction) case.

The collision determination means 10 includes “vehicle position information” (mesh M (4)) of the first vehicle 4a (V1) detected by the vehicle position information detection means 9 and “vehicles” of the second vehicle 4b (V2). From the “position information” (mesh M (17)), it is recognized that there is a possibility of collision when the first vehicle 4a enters the zone Z (14) and the second vehicle 4b travels straight.
When the first vehicle 4a reaches the mesh M (4) on the zone Z (13) and the second vehicle 4b reaches the mesh M (17) on the zone Z (17), the first vehicle 4a It can be seen that the search tentacle 16a and the search tentacle 16b of the second vehicle 4b contact each other on the zone Z (15).

Then, the collision determination means 10 uses the search tentacle 16a of the first vehicle 4a and the search tentacle 16b of the second vehicle 4b set by the search tentacle setting means 17 to use the first vehicle 4a and the second vehicle 4b. The possibility of a frontal collision with 4b is determined.
The tip of the search tentacle 16a set in the first vehicle 4a reaching the mesh M (4) on the zone Z (13) reaches the mesh M (73). Further, the tip of the search tentacle 16b set in the second vehicle 4b that has reached the mesh M (17) on the zone Z (17) reaches the mesh M (72). In this case, the search tentacle 16a of the first vehicle 4a reaching the mesh M (4) and the second vehicle 4b search tentacle 16b reaching the mesh M (17) are zone Z (15). It can be seen that there is contact between the upper mesh M (73) and the mesh M (72).

  As a result, the collision determination means 10 notifies the control operator MA and the operation operator MB through the notification means 11 of an instruction for avoiding a frontal collision between the first vehicle 4a and the second vehicle 4b. For example, the collision determination means 10 instructs the operation operator MB of the first vehicle 4a to proceed to the zone Z (7) and the zone Z (12), and instructs the operation operator MB of the second vehicle 4b. Instruct the driver to drive ahead with caution.

If necessary, a warning sound or warning light is emitted via a warning device. Thereby, the driving operators MA and MB engaged in the operation can confirm the possibility of the collision and perform an operation to avoid the collision accident.
In addition, it is necessary to consider the brake braking distance of the locomotive 2 for avoiding the collision between the vehicles 4 in rainy weather. In this case, the brake braking distance of the locomotive 2 is 80 m and may be 8 mesh. This makes it possible to reliably detect the possibility of a frontal collision of the vehicle 4 when it is raining.

Further, by setting the search tentacle 16 toward the rear of the vehicle 4, it becomes possible to detect a rear collision (rear collision) with respect to the vehicle 4. Furthermore, in order to avoid a collision with the obstacle X, the obstacle X is regarded as the vehicle 4, and the contact with the search tentacle 16 set for the obstacle X is detected, so that the obstacle X It is also possible to avoid collisions.
As shown in FIG. 6, a search tentacle 16 x is set for an obstacle X existing on the trajectory R. For example, for the obstacle X (1) existing on the mesh M (203), five search tentacles 16x are set toward the mesh M (207).

When the search tentacle 16 of the vehicle 4 traveling on the track R comes into contact with the search tentacle 16x of the obstacle X (1) extending from the mesh M (203), that is, the obstacle X on the mesh M (207). When the search tentacle 16x of (1) and the search tentacle 16 of the vehicle 4 are in contact, it is determined that “there is a possibility of a vehicle collision”.
In FIG. 9, the first vehicle 4a is passing through the mesh M (2) in the zone Z (13), and the second vehicle 4b is passing through the mesh M (19) in the zone Z (17). If the vehicle continues to travel on the track R as it is, the possibility that the first vehicle 4a and the second vehicle 4b collide head-on is schematically shown.

The collision determination means 10 provided in the computer 9 uses the search tentacle 16 set by the search tentacle setting means 17 based on the “vehicle position information” and the “vehicle information” calculated by the vehicle position information detection means 9. Thus, the possibility of a frontal collision between the first vehicle 4a and the second vehicle 4b traveling on the track R is determined.
From the above examples, the vehicle collision warning system 1 according to the first embodiment shows information on each track R divided into a plurality of meshes M and information on each point P (branch point) on a monitor, and displays the information on the monitor. By displaying the position information of the vehicle 4, it is possible to easily determine “possibility of vehicle collision”.

That is, the presence of the vehicle 4 and the obstacle X is based on the information on the track R divided into a plurality of meshes M by the computer 7, the information on the vehicle 4 traveling on the track R, and the position information of the vehicle 4. The search tentacle 16 that searches for the vehicle is set, and the search tentacle 16 can be used to reliably determine the “possibility of a vehicle collision”. In addition, the control operator MA surely notifies the operation operator MB operating the vehicle 4 of “possibility of vehicle collision” by visually observing the display monitor 14 on which “possibility of vehicle collision” is displayed. It is possible to support the safe operation of the vehicle 4.
[Second Embodiment]
Next, 2nd Embodiment in the vehicle collision warning system 1 which concerns on this invention is described based on figures.

FIG. 9 shows the possibility that two chaotic vehicles 3 (vehicles 4) moving on the track R in the steelworks in the second embodiment may enter and collide with each other on the same track R (the possibility of “oblique collision”). ) Schematically, and the first vehicle 4a (V1) and the second vehicle 4b (V2) are both traveling in the down line direction.
In the present embodiment, “oblique collision” means that a certain mesh M on the trajectory R is connected to another mesh M via a branch point P, and the tip of the branch point P is connected. In the track R to which one mesh M is connected, the second vehicle 4b traveling on another mesh M joins and collides with the first vehicle 4a traveling on one mesh M. And the collision in the situation where the two vehicles 4 share one branch point P ahead.

Further, in the present embodiment, as shown in FIG. 9, two vehicles 4 are assumed that one locomotive 2 pulls one chaotic vehicle 3 and the weather condition is a fine weather. Further, the length of the search tentacle 16a of the first vehicle 4a is 4 mesh, and the length of the search tentacle 16b of the second vehicle 4b is 5 mesh.
The configuration of the vehicle collision warning system 1 according to the second embodiment determines the possibility of an “oblique collision” of the vehicle 4, and is greatly different from the first embodiment in this respect. The settings of “vehicle position information”, “vehicle information”, “trajectory information”, and search tentacles 16 used for determining the possibility of “oblique collision” of the vehicle 4 are the same as in the first embodiment. Therefore, detailed description is omitted. In addition, since other parts of the vehicle collision warning system 1 according to the second embodiment are substantially the same as the system 1 (see FIG. 2) of the first embodiment, detailed description thereof is omitted.

The collision determination means 10 provided in the system 1 of the second embodiment uses the search tentacle 16a of the first vehicle 4a and the search tentacle 16b of the second vehicle 4b set by the search tentacle setting means 17 to The possibility of “an oblique collision” between the vehicle 4a and the second vehicle 4b is determined.
First, a case where there is no danger of “an oblique collision” of the vehicle 4 will be described.
Referring to FIG. 9 (a), the first vehicle 4a is traveling in the down line direction at a point 8 mesh (80 m) before the point P at one end of the first track R1. The tip of the search tentacle 16a of the first vehicle 4a has reached a position (mesh M2) that exceeds the point P by 1 mesh. On the other hand, the second vehicle 4b is traveling in the down line direction at a point 4 mesh (40 m) before the point P at one end of the second track R2, and the second vehicle 4b is searched for. The tip of the tentacle 16b reaches 5 meshes from the point P.

In this case, the collision determination means 10 is not in contact with the search tentacle 16a of the first vehicle 4a and the search tentacle 16b of the second vehicle 4b (the first vehicle 4a and the second vehicle 4b are It is understood that the possibility of “oblique collision” between the vehicles 4 is low (no oblique collision).
As a result, the collision determination means 10 notifies the control operator MA and the operation operator MB through the notification means 11 that the possibility that the first vehicle 4a and the second vehicle 4b will collide is low.

Next, a case where there is a risk of “an oblique collision” of the vehicle 4 will be described.
As shown in FIGS. 9B and 9C, for example, consider that the first vehicle 4a and the second vehicle 4b travel forward as they are.
As shown in FIG. 9B, the tip of the search tentacle 16a of the first vehicle 4a traveling on the first track R1 turns right at the point P to reach the third track R3, and the second track The tip of the search tentacle 16b of the second vehicle 4b traveling on R2 passes the point P and reaches the third track R3.

In this case, as shown in FIG. 9C, the collision determination unit 10 makes contact with the search tentacle 16a of the first vehicle 4a and the search tentacle 16b of the second vehicle 4b on the third track R3. It is determined that the first vehicle 4a and the second vehicle 4b are “obliquely colliding” on the third track R3 or at the point P.
By this determination, the collision determination unit 10 notifies the operators MA and MB through the notification unit 11 an instruction to avoid the “oblique collision” between the first vehicle 4a and the second vehicle 4b. For example, the collision determination means 10 instructs the operation operator MB of the first vehicle 4a to proceed to the third track R3, and pays attention to the operation operator MB of the second vehicle 4b. And instruct them to travel (decelerate, etc.). Thereby, each driving operator MB can confirm the possibility of a collision and can perform an operation to avoid the “oblique collision”.
[Modification]
Then, the modification of the vehicle collision warning system 1 of 2nd Embodiment is demonstrated.

In a modification of the vehicle collision warning system 1 of the second embodiment, the trajectory information for determining the “oblique collision” of the vehicle 4 is calculated in “real time”, and the “oblique” of the vehicle 4 is calculated based on the trajectory information. This is a system 1 for determining “collision”.
Here, “real time” or “online” refers to acquiring or calculating various information (details will be described later) such as trajectory information at a predetermined time interval (for example, every 10 seconds) while the top car is running. It is to estimate the traffic situation and the possibility of collision of the top car.

FIG. 10 is a diagram summarizing connection information provided in a modification of the vehicle collision warning system 1 of the second embodiment, and FIG. 11 is provided in a modification of the vehicle collision warning system 1 of the second embodiment. It is the figure which showed the method of producing the orbit information for determining "an oblique collision" in real time.
Specifically, the modified example of the vehicle collision warning system 1 of the second embodiment is used when determining the possibility of two vehicles 4 traveling on the track R having a frontal collision (including rear-end collision). In addition to the “trajectory information”, the trajectory information based on the “connection information” in which the connection state of one mesh M and the other mesh M connected next to the one mesh M is recorded and the connection information. Only the information that the connection state of the track R is “branch” or “join” is extracted, and the “oblique track information” (the “oblique collision” of the vehicle 4) obtained by calculating in real time using the information is extracted. Orbit information for determination).

That is, the modified example of the vehicle collision warning system 1 of the second embodiment is greatly different from the second embodiment in information used when determining the possibility that two vehicles 4 traveling on the track R collide obliquely. ing. In addition, since the other part of the modification of the vehicle collision warning system 1 which concerns on 2nd Embodiment is substantially the same as the system 1 of 2nd Embodiment, detailed description is abbreviate | omitted.
In calculating “oblique orbit information” which is a feature of the modification of the second embodiment in real time, first, “connection information” is created.

As shown in FIG. 10, a collection of the connection information of the meshes M obtained by dividing the trajectory R and the lengths of the meshes M is created.
The connection information of the mesh M is a summary of information such as how one mesh M on the trajectory R and another mesh M adjacent to the one mesh M are connected. The information is generated in real time, divided into information (+) related to the connection on the uplink side of the mesh M and information (−) related to the connection on the down line side of each mesh M.

In order to create on-line information (+) on the up-line side of each mesh M, for example, the mesh M3 is connected in a straight line on the up-line side of the mesh M2, and the up-line of the mesh M2 Consider a case in which the mesh M40 is connected to the right side of the side so as to branch in the upward line direction.
As shown in the center of FIG. 10, in the information (+) regarding the connection on the upstream line side, the mesh M3 is described in the column of the extension direction (0 direction) of the mesh M2, and the mesh M2 is displayed in the column on the right side of the mesh M2. M40 is described, and “branch” information is described in the attribute column of the mesh M2.

With this procedure, all the connection information (+) on the uplink side of each mesh M and the connection information (−) on the downlink side of each mesh M are created in real time.
Here, “orbit information” used when obtaining oblique orbit information will be described.
As shown in FIG. 11, the trajectory information is a numerical value indicating how far away the mesh M of interest is from the mesh M in the trajectory route map divided into a plurality of meshes M as shown in FIG. It is shown as. Further, the trajectory information is created in real time by being divided into up-track side trajectory information (+) related to the division of each mesh M and down-track side trajectory information (-) related to the division of each mesh M.

  For example, since the mesh M2 is adjacent to the orbit information (+) on the uplink side from the mesh M1 in the uplink direction, the numerical value “1” is described (see FIG. 11). Further, since the mesh M5 existing in the uplink direction as viewed from the mesh M1 is separated from the mesh M1 by 4 meshes, the numerical value “4” is described. As described above, the trajectory information indicates, as numerical values, how far the mesh M of interest is from the mesh M in the trajectory map divided into a plurality of meshes M.

A numerical value 0 is written in the column of the mesh M itself of interest. Further, when the noticed mesh M and a certain mesh M are not related (track R where the vehicle 4 cannot travel), it is left blank. By such a procedure, the trajectory information (−) on the down line side of each mesh M is also created in real time.
Then, the oblique trajectory information is calculated in real time on the basis of the created connection information of the upper and lower lines and the information in which the connection state is “branch” or “join” from the trajectory information.

Specifically, since the place where any two vehicles 4 traveling on the track R collide (contact) is a place where the track R joins (point P) except for a frontal collision (including rear-end collision), All the meshes M including the attribute information of the merge (branch) are extracted from the trajectory information.
As shown in FIG. 9, in the down line direction of the track R of the second embodiment, there is a possibility that the vehicle 4 may collide obliquely (the possibility that the two vehicles 4 may meet the branch point P).

Here, in order to correctly extract the mesh M including the attribute information of the merge, connection information (+) opposite to the traveling direction is acquired.
For example, when determining the collision of the vehicle 4 moving in the down line direction, when acquiring the connection information of the mesh M3 (first trajectory R1), the mesh M2 (the first line) of the connection information L (+) on the up line side is obtained. 3 orbit R3) (see FIG. 10). By doing so, it is possible to correctly extract the connection information of the mesh M3 including the attribute information of the merge.

As shown in FIG. 11, based on the link information referring to the link information (+) on the up line side, data on the possibility of an oblique collision of the vehicle 4 is extracted from the track information, and the diagonal line on the down line side is extracted. Orbit information (-) is calculated in real time.
Then, the collision determination unit 10 uses the oblique trajectory information to search for the search tentacle 16a of the first vehicle 4a set by the search tentacle setting unit 17 and the second vehicle 4b set by the search tentacle setting unit 17. Recognizing that the search tentacle 16b comes into contact with the third trajectory R3, it is determined that the first vehicle 4a and the second vehicle 4b "obliquely collide" on the third trajectory R3 or at the point P. .

  As described above, the modified example of the system 1 of the second embodiment extracts only information in which the connection state of the track R is “branch” / “join” from the track information based on the connection information, and calculates in real time. The three types of information, “oblique track information”, “vehicle information”, and “vehicle position information” obtained online, in other words, “maximizing the advantages of applying graph theory and introducing GPS and / or RFID. By “constructing a discrete value model”, it is possible to reliably determine “possibility of oblique collision”.

The oblique trajectory information used in the second embodiment includes a plurality of data on the possibility of an oblique collision. However, there is a possibility of a frontal collision more clearly than the possibility of an oblique collision. May contain higher data.
In order to solve this problem, create the deletion trajectory information in real time to delete the data that is more likely to collide front than the diagonal collision, using the oblique trajectory information that acted on the created deletion trajectory information, It is advisable to perform a collision determination.
[Third Embodiment]
Next, 3rd Embodiment in the vehicle collision warning system 1 which concerns on this invention is described based on figures.

In the first embodiment, the technique for detecting the situation of colliding with the end (obstacle) of the trajectory R using the search tentacle 16 set by the search tentacle setting means 17 has been described. The third embodiment Then, this “end collision” is detected using another technique.
FIG. 12 is a diagram illustrating a method for creating terminal trajectory information provided in the vehicle collision warning system 1 of the third embodiment. The “end collision” refers to the obstacle described in the first embodiment, and the end of the track R where nothing is connected on one side (such as a vehicle stop to prevent derailment of the vehicle 4) or The vehicle 4 traveling on the track R enters the end of the track R at the end of the track R including the track R that the vehicle 4 cannot pass for some reason, such as a large obstacle. Derailment or collision with a car stop or an obstacle.

The vehicle collision warning system 1 according to the third embodiment calculates trajectory information for determining the “terminal collision” of the vehicle 4 in real time, and reliably determines the “terminal collision” of the vehicle 4 based on the trajectory information. It is the system 1 to determine, and the configuration of the system 1 is greatly different from both the first embodiment and the second embodiment.
Specifically, the vehicle collision warning system 1 according to the third embodiment is based on the track information based on the link information in addition to the “track information”, the “link information”, and the “oblique track information”. Only the information in which the connection state of “Terminal” is extracted, “Terminal trajectory information” calculated in real time using the information on the terminal (trajectory information for determining “Terminal collision” of the vehicle 4), Is significantly different from the modification of the second embodiment in that the “end orbit information” is added. In addition, since the other part of the vehicle collision warning system 1 which concerns on 3rd Embodiment is substantially the same as the system 1 of the modification of 2nd Embodiment, detailed description is abbreviate | omitted.

As shown in FIG. 12, in creating “terminal trajectory information”, which is a feature of the third embodiment, in real time, from “connection information” created in the modification of the second embodiment, All meshes M including attribute information are extracted.
For example, consider a case where the vehicle 4 moves in the down line direction (− direction). Information on the end of the mesh M13, mesh M26, and the like is extracted from the link information (+) on the uplink side shown in the center of FIG. Based on the extracted information on the end of each mesh M, the data of the mesh M with the possibility of the end collision of the vehicle 4 is extracted from the track information (−), and the end track information (+) on the uplink side is extracted. In real time.

On the other hand, end information such as mesh M1, mesh M14, and mesh M27 is extracted from the link information (−) on the down line side shown on the right side of FIG. Based on the extracted information on the end of each mesh M, the data of the mesh M that may cause a terminal collision of the vehicle 4 is extracted from the track information (+), and the end track information (−) on the down line side is extracted. In real time.
Note that the end line trajectory information (−) on the down line side is information on the distance of each mesh M created in real time as viewed from the mesh M in the down line direction. It is created in substantially the same procedure.

  Then, the collision determination means 10 of the system 1 of the third embodiment is set by the search tentacle 16a of the first vehicle 4a and the search tentacle setting means 17 set by the search tentacle setting means 17 using the end trajectory information. By recognizing that the searched tentacle 16b of the second vehicle 4b touches at the end on the track R, the first vehicle 4a (V1) and the second vehicle 4b (V2) end or obstructions. If “end collision”, it is judged online.

As described above, the system 1 according to the third embodiment extracts only the information in which the connection state is “termination” from the trajectory information based on the connection information, and calculates in real time using the information on the termination. Three types of information, “Terminal track information”, “Vehicle information”, and “Vehicle position information” acquired online, in other words, “Discrete values that maximize the advantages of applying graph theory and introducing GPS and / or RFI” By “model construction”, “possibility of end collision” can be reliably determined.
[Fourth Embodiment]
Next, 4th Embodiment in the vehicle collision warning system 1 which concerns on this invention is described based on figures.

FIG. 13 exemplifies the possibility that two vehicles 4 moving on the track R in the steelworks in the fourth embodiment enter the track R sharing the cross point C1 and collide at the cross point C1. The first vehicle 4a (V1) travels in the down line direction on the mesh M13, and the second vehicle 4b (V2) travels in the down line direction on the mesh M26. ing.
The configuration of the vehicle collision warning system 1 according to the fourth embodiment is for determining the possibility of a “cross collision” of the vehicle 4, and is significantly different from any of the first to third embodiments in this respect. ing.

  The settings of “vehicle position information”, “vehicle information”, “trajectory information”, and search tentacles 16 used for determining the possibility of a “cross collision” of the vehicle 4 are the same as in the second embodiment. Therefore, detailed description is omitted. Moreover, since the other part of the vehicle collision warning system 1 which concerns on 4th Embodiment is substantially the same as the system 1 of 2nd Embodiment, detailed description is abbreviate | omitted.

First, “cross collision” determined in the present embodiment will be described.
“Cross collision” means that two vehicles 4 moving on the track R enter a “cross track” sharing the “cross point C1” and collide at the cross point C1.
Specifically, as shown in FIG. 13, the cross point C1 is an intersection at a cross trajectory where two trajectories R (one trajectory R and another trajectory R) intersect.

  At the cross point C1, the first vehicle 4a traveling on the mesh M60 always travels on the mesh M59 after passing the cross point C1. Further, the second vehicle 4b traveling on the mesh M47 always travels on the mesh M46 after passing through the cross point C1. That is, unlike the point P, the cross point C1 is not for the traveling vehicle 4 to change the track R.

In such a cross track coupled via the cross point C1, two vehicles 4 entering the cross track collide at the cross point C1, and the two vehicles 4 are in contact with each other at the cross point C1. Is a “cross collision”.
The “cross collision” has the following two patterns.
First, in the first pattern of “cross collision”, as shown in FIG. 13A, the first vehicle 4a travels on the mesh M13 in the down line direction, and the second vehicle 4b moves on the mesh M26 in the down line direction. When the two vehicles 4 change the track R toward the crossing point C1 while traveling on the vehicle, the first vehicle 4a enters the mesh M60 and the second vehicle 4b enters the mesh M47. However, the two vehicles 4 are in a situation of “cross collision” at the cross point C1.

  Next, the second pattern of “cross collision” is, for example, when the first vehicle 4a travels on the mesh M11 in the up line direction and the second vehicle 4b travels on the mesh M13 in the down line direction. When two vehicles 4 receive a warning “possibility of frontal collision” from the vehicle collision warning system 1 and take a collision avoidance action toward the crossing point C1, the first vehicle 4a moves to the mesh M46. And the second vehicle 4b enters the mesh M60 and the two vehicles 4 are in a “cross collision” at the cross point C1.

The collision determination means 10 provided in the system 1 of the fourth embodiment uses the search tentacle 16a of the first vehicle 4a and the search tentacle 16b of the second vehicle 4b set by the search tentacle setting means 17 to The possibility of “cross collision” between the vehicle 4a and the second vehicle 4b is determined.
First, a case where there is no danger of “cross collision” of the vehicle 4 will be described.
Referring to FIG. 13 (a), the first vehicle 4a is passing the mesh M13 in the down line direction, and the tip of the search tentacle 16a of the first vehicle 4a is about one third of the mesh M12. Branching to the middle position of the mesh M60. On the other hand, the second vehicle 4b is passing through the mesh M26 in the down line direction, and the tip of the search tentacle 16b of the second vehicle 4b has a position about one third of the mesh M25 and the mesh M47. Branches to the middle position.

In this case, the collision determination means 10 is such that the search tentacle 16a of the first vehicle 4a and the search tentacle 16b of the second vehicle 4b are not in contact (the first vehicle 4a and the second vehicle 4b are It is determined that the possibility of a “cross collision” between the vehicles 4 is low (no cross collision).
As a result, the collision determination means 10 notifies the control operator MA and the operation operator MB through the notification means 11 that the possibility of a cross collision is low.

Next, a case where there is a risk of “cross collision” of the vehicle 4 will be described.
As shown in FIG. 13B, for example, the direction in which the first vehicle 4a travels is changed to the mesh M60 to face the cross C1, and the direction in which the second vehicle 4b travels is changed to the mesh M47 to cross the cross. Suppose you head to C1.
In this case, the collision determination means 10 may contact the search tentacle 16a of the first vehicle 4a traveling on the track R and the search tentacle 16b of the second vehicle 4b traveling on the track R. (The first vehicle 4a and the second vehicle 4b are traveling in the vicinity of the cross C1), and the first vehicle 4a and the second vehicle 4b are "cross collision" at the cross C1. Judge that.

By this determination, the collision determination unit 10 notifies the operators MA and MB through the notification unit 11 an instruction to avoid the “oblique collision” between the first vehicle 4a and the second vehicle 4b.
For example, the collision determination unit 10 instructs the operation operator MB of the first vehicle 4a to proceed to the mesh M12, and passes the cross point C1 to the operation operator MB of the second vehicle 4b. When driving, be careful to drive forward (so that you can avoid it). As a result, the driving operators MA and MB can confirm the possibility of a collision and perform an operation to avoid a “cross collision”.
[Modification]
Then, the modification of the vehicle collision warning system 1 of 4th Embodiment is demonstrated.

FIG. 14 is a diagram illustrating a method for creating cross collision determination track information provided in a modification of the vehicle collision warning system 1 of the fourth embodiment.
In a modification of the vehicle collision warning system 1 of the fourth embodiment, track information for determining “cross collision” of the vehicle 4 is calculated in “real time”, and the “cross” of the vehicle 4 is calculated based on the track information. This is a system 1 that determines “collision”, and the configuration of the system 1 is greatly different from any of the first to third embodiments.

  Specifically, the vehicle collision warning system 1 according to the modified example of the fourth embodiment includes a trajectory R in addition to “trajectory information”, “connection information”, “oblique trajectory information”, and “end trajectory information”. From the trajectory information to the cross point C1 based on the cross information C obtained in real time and the cross information C of the cross point C1 that is the point at which the cross points C1 and the mesh M connected to the cross point C1 are obtained. Only information corresponding to the mesh M to be connected is extracted, and “cross point trajectory information” calculated in real time using the information (trajectory information for determining “cross point collision” of the vehicle 4) is provided. The point that the “cross point trajectory information” is added is greatly different from the first to third embodiments. In addition, since the other part of the modification of the vehicle collision warning system 1 which concerns on 4th Embodiment is substantially the same as the system 1 of 3rd Embodiment, detailed description is abbreviate | omitted.

The configuration of the vehicle collision warning system 1 of the modified example of the fourth embodiment provided with “cross trajectory information” created in real time to avoid such “cross collision” will be described in detail.
First, “cross information C” used when creating cross trajectory information includes information on the cross point C1 and the mesh M connected to the cross point C1, as described above. The cross information C is created by the following procedure.

As shown in FIG. 13, the cross trajectory is divided into four quadrants (1) to (4).
In the first quadrant (1), the mesh M46 is connected to the cross point C1. In the second quadrant (2), the mesh M47 is connected to the cross point C1. In the third quadrant (3), the mesh M59 is connected to the cross point C1. In the fourth quadrant (4), the mesh M60 is connected to the cross point C1. Based on this information, the cross information C is created as shown in the upper side of FIG. The cross information C shown on the upper side of FIG. 14 is in a matrix format, the rows indicate quadrants, and the columns indicate all cross points Cx.

The above procedure is applied to all cross points Cx, and cross information C for all cross points Cx is created in real time. The cross information C may be included in the connection information.
Then, as shown in FIG. 14, based on the created cross information C, only the information whose connection state is “cross point C1” is extracted from the track information, and cross track information calculated in real time is created.

  Data of each mesh M connected to the cross point C1 is acquired based on the cross information C. For example, consider a case where the vehicle 4 moves in the up line direction (+ direction). In order to acquire the data of the mesh M46 regarding the direction in which the vehicle 4 travels, the data of the mesh M47 connected adjacently through the cross point C1 is extracted from the trajectory information (−) opposite to the travel direction. Further, the data of the mesh M46 is extracted from the trajectory information (+) in the traveling direction.

Then, the cross trajectory information is created in real time using the data of the mesh M47 opposite to the traveling direction as the data of the mesh M46 in the cross trajectory information and the data of the mesh M46 in the traveling direction as the data of the mesh M47 in the cross trajectory information.
Then, the collision determination means 10 is based on the cross information C and the cross trajectory information, and the search tentacle 16a of the first vehicle 4a set by the search tentacle setting means 17 and the first set by the search tentacle setting means 17. It is determined that the search tentacle 16b of the second vehicle 4b contacts at the cross point C1, and the first vehicle 4a, the second vehicle 4b, and the cross point C1 are “cross-collision”.

  As described above, the system 1 of the modified example of the fourth embodiment is based on the cross information C, “cross trajectory information” calculated in real time from information in which the connection state is “cross” from the trajectory information, and “ By three types of information, “vehicle information” and “vehicle position information” acquired online, in other words, “construction of discrete value models that maximize the advantages of applying graph theory and introducing GPS and / or RFID” The possibility of “cross collision” can be reliably determined.

Thus, in determining the possibility that the vehicle 4 will collide, the system 1 shown in the first to third embodiments is used to determine the collision of the vehicle 4 (frontal collision → diagonal collision → terminal collision). After performing in order, it is good to determine "cross collision" using the system 1 of the modified example of the fourth embodiment.
As described above, by using the present invention, information between two meshes M on the track R divided into a plurality of meshes M, information on the vehicle 4 traveling on the track R, and the vehicle 4 By using the position information, it is possible to reliably determine the possibility of a vehicle collision and to notify the operators MA and MB engaged in the operation of the danger of the vehicle collision.

The embodiment disclosed this time should be considered as illustrative in all points and not restrictive.
For example, in the present embodiment, the method of creating the trajectory information corresponding to each mesh M and the trajectory information of diagonal, terminal, and cross in real time has been described. However, the length of the mesh M is included in the information of each mesh M. It is also possible to create connection information to which length (in meters) is added, and to create oblique, terminal, and cross trajectory information in real time based on the connection information.

In addition, regarding the possibility that two vehicles 4 will collide, if they occur on a plurality of routes on the track R, only the possibility of collision at the shortest distance may be presented first.
For example, the vehicle collision warning system 1 of the present invention can be applied to a transport vehicle (such as a truck) traveling on a maintained road.
Further, in the embodiment disclosed this time, matters that are not explicitly disclosed, for example, operating conditions and operating conditions, various parameters, dimensions, weights, volumes, and the like of a component deviate from a range that a person skilled in the art normally performs. Instead, values that can be easily assumed by those skilled in the art are employed.

1 Vehicle collision warning system 2 Locomotive 3 Chaotic vehicle (Topy car)
4 Vehicle 4a 1st vehicle 4b 2nd vehicle 4c 3rd vehicle 5 Blast furnace 6 Converter equipment 7 Control room 8 Computer (server)
DESCRIPTION OF SYMBOLS 9 Vehicle position information detection means 10 Collision determination means 11 Notification means 12 Storage means 13 Positioning detection apparatus 14 Display (display monitor)
DESCRIPTION OF SYMBOLS 15 Operation support monitor 16 Search tentacle 16a Search tentacle of the 1st vehicle 16b Search tentacle of the 2nd vehicle 16c Search tentacle of the 3rd vehicle 17 Search tentacle setting means MA Control operator MB Operation operator M Mesh
C1 Cross point P Branch point (point)
R orbit R1 first orbit R2 second orbit R3 third orbit

Claims (10)

A vehicle collision warning system that warns an operator engaged in operation of the possibility of a collision between a first vehicle and a second vehicle traveling on a track laid in a factory,
The vehicle collision warning system includes:
"Orbital information" in which information about the trajectory divided into a plurality of meshes is recorded in advance,
"Vehicle information" in which information related to the vehicle traveling on the track is recorded in advance,
"Vehicle position information detecting means" for obtaining "vehicle position information" indicating the positions of the first vehicle and the second vehicle traveling on the track;
Based on the “vehicle position information” calculated by the “vehicle position information detection means” and the “vehicle information”, “search tentacle setting means” for setting a search tentacle for searching for the presence of the vehicle and an obstacle;
Using the search tentacle set by the “search tentacle setting means”, the “collision determination means” for determining the possibility of collision between the first vehicle and the second vehicle;
A vehicle collision warning system comprising: "notification means" for notifying an operator engaged in operation of the possibility of a vehicle collision calculated by the "collision determination means" as a warning.   The vehicle collision warning system according to claim 1, wherein the vehicle information includes at least one of a total length of the vehicle and a braking distance of the vehicle.   The vehicle according to claim 1, wherein the search tentacle setting unit sets a search tentacle that extends from the front or rear of the vehicle and has a length determined based on the “vehicle information”. Collision warning system.   The said vehicle position information detection means is comprised so that the position of the said vehicle may be detected using GPS and / or RFID with which the said vehicle was equipped, The any one of Claims 1-3 characterized by the above-mentioned. Vehicle collision warning system. The collision determination means includes
When a search tentacle set for the first vehicle traveling on the track and a search tentacle set for the second vehicle traveling on the track come into contact with each other, “a vehicle collision is possible. 5. The vehicle collision warning system according to claim 1, wherein the vehicle collision warning system is determined to be “characteristic”. The collision determination means includes
When the search tentacles set on the first vehicle and the second vehicle traveling on the track come in contact with an obstacle existing on the track, it is determined that there is a possibility of a vehicle collision. The vehicle collision warning system according to any one of claims 1 to 5. The collision determination means includes
Using “oblique connection information” in which the connection state of the track is “branch” or “merge” from the track information,
When the search tentacle set for the first vehicle traveling on the track contacts the search tentacle set for the second vehicle traveling on the track, The vehicle collision warning system according to claim 5, wherein it is determined that there is a possibility of an oblique collision. The collision determination means includes
Using the “cross trajectory information” that includes the cross point that is the point where the trajectory intersects from the trajectory information and the mesh information connected to the cross point,
When the search tentacle set for the first vehicle traveling on the track contacts the search tentacle set for the second vehicle traveling on the track, The vehicle collision warning system according to claim 7, wherein it is determined that there is a possibility of a cross collision. The vehicle collision warning system includes a computer,
The computer is provided with the vehicle position information detection means, the search tentacle setting means, the collision determination means, the notification means, and storage means in which the trajectory information and vehicle information are recorded. The vehicle collision warning system according to claim 1, wherein the vehicle collision warning system is provided. The factory is a steel mill, and the vehicle is a chaotic vehicle and a locomotive connected to the chaotic vehicle,
The vehicle collision warning system according to any one of claims 1 to 9, wherein the vehicle information of the vehicle is a total length of the vehicle including the locomotive and a chaotic vehicle connected to the locomotive.