JP6274941B2 - Vehicle collision warning system - Google Patents

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.

  In view of the above problems, the present invention provides a vehicle collision based on information between two meshes on a track divided into a plurality of meshes, information on a vehicle traveling on the track, and vehicle position information. It is an object of the present invention to provide a vehicle collision warning system that can reliably determine the possibility of vehicle accidents and notify the operator involved in operation of the danger of vehicle collision.

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 systems, Te plurality of meshes trajectory on odor divided into, and the distance between two points mesh is recorded in advance "orbital information D ', the information about the vehicles traveling the track above pre “Vehicle position information detecting means” for obtaining “vehicle position information” indicating the positions of the first vehicle and the second vehicle that travel on the track, Based on the “vehicle position information”, “trajectory information D”, and “vehicle information” calculated by the “vehicle position information detecting means”, the possibility of collision between the first vehicle and the second vehicle is determined. "Collision determination means" and the above " The possibility of a vehicle collision impact determination means "is calculated, possess a" notification means "for notification as a warning to the operator involved in operation, wherein the collision determination unit, from said orbit information D and the vehicle position information The distance between the first vehicle and the second vehicle is “distance related to the vehicle” included in the vehicle information of the first vehicle, and “vehicle is included in the vehicle information of the second vehicle”. If it is equal to or less than the sum of the distance and the distance, it is determined that there is a possibility of a frontal collision, and the connection state between the one mesh and another mesh connected next to the one mesh. Based on the “connection information L” in which the information is recorded and the information on the connection state “branch” or “join” is extracted from the trajectory information D based on the connection information L. Orbit information E ”, and the collision determination In the stage, the distance between the first vehicle and the second vehicle obtained from the oblique collision determination track information E and the vehicle position information is included in the vehicle information of the first vehicle. If the distance is equal to or less than the distance obtained by adding the “distance related to the vehicle” and the “distance related to the vehicle” included in the vehicle information of the second vehicle, it is determined that “there is a possibility of an oblique collision” .

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 vehicle position information detecting means, not good when being configured to detect the position of the vehicle using the provided was GPS and / or RFID on the vehicle.

Preferably, in the trajectory information D, a branch point distance that is a distance from a branch point existing between one mesh and another mesh to the one mesh and the other mesh is recorded in advance, In the collision determination means, the branch point distance related to the first vehicle obtained from the track information D and the vehicle position information is equal to or less than the “distance related to the vehicle” included in the vehicle information of the first vehicle, In addition, when the bifurcation distance regarding the second vehicle obtained from the track information D and the vehicle position information is equal to or less than the “distance regarding the vehicle” included in the vehicle information of the second vehicle, It may be determined that there is a possibility of

  Preferably, based on the “connection information L” in which the connection state between the one mesh and another mesh connected next to the one mesh is recorded, and the connection information L, the trajectory information D And the “end collision determination trajectory information F” obtained by extracting only the information in which the connection state is “end”, and the collision determination means includes the end collision determination trajectory information F and the vehicle. When the distance between the vehicle and the end point obtained from the position information is equal to or less than the “distance related to the vehicle” included in the vehicle information of the vehicle, it may be determined that “possibility of end collision”.

  Preferably, based on the cross information, which is a point where the trajectory intersects, “cross information C” in which information on meshes connected to the cross point is recorded, and the cross information C, the cross point is obtained. "Cross collision determination track information G" obtained by extracting only information corresponding to meshes connected to points, and the collision determination means includes the cross collision determination track information G and vehicle position information. The distance between the first vehicle and the second vehicle obtained from the above is included in the “distance relating to the vehicle” included in the vehicle information of the first vehicle and the vehicle information of the second vehicle. If the distance is equal to or less than the distance obtained by adding the “distance relating to the vehicle”, it may be determined that “there is a possibility of cross collision”.

  Preferably, only the “mesh information” in which attribute information of the mesh divided into a plurality on the trajectory is recorded and the information in which the attribute is “obstacle” is extracted from the mesh information, and the extracted mesh “Objection collision determination track information H” created based on the attribute information of M and the track information D, and the collision determination means includes the obstacle collision determination track information H and the vehicle position. When the distance between the vehicle and the obstacle obtained from the information is equal to or less than the “distance relating to the vehicle” included in the vehicle information of the vehicle, it may be determined that “possibility of obstacle collision”. .

Preferably, the vehicle collision warning system includes a computer, in which the vehicle position information detection means, the collision determination means, the notification means, the track information D and the vehicle information are stored in advance. And a recorded storage means.
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, the possibility of a vehicle collision is reliably determined from information between two meshes on a track divided into a plurality of meshes, information on a vehicle traveling on the track, and vehicle position information. It is possible to determine and notify the operator involved in the operation of the danger of a 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 put together the information between two meshes among the meshes on a track. 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 showed the possibility that two chaotic vehicles which move on a track | truck may collide head-on. It is the figure which put together the information between the one mesh and the branch point adjacent to the said one mesh among the meshes and branch points on an orbit. It is the figure which showed exemplarily the possibility that two chaotic vehicles which move on a track approach and collide on the same track. It is the figure which showed typically the track of a chaotic car in a steelworks in a 2nd embodiment, a branch point, and a crossing point, and divided this track into a plurality of meshes. 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 preparation method of the track information for diagonal collision determination with which the vehicle collision warning system of 2nd Embodiment is equipped. It is the figure which showed the preparation method of the track information for terminal collision determination with which the vehicle collision warning system of 3rd Embodiment is equipped. It is the figure which showed exemplarily possibility that two chaotic vehicles which move on a track 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 track information for cross collision determination with which the vehicle collision warning system of 4th Embodiment is equipped. It is the figure which put together the attribute information of each mesh with which the vehicle collision warning system of 5th Embodiment is equipped.

Hereinafter, an embodiment of a vehicle collision warning system 1 according to the present invention will be described 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 describing the first embodiment, the trajectory R is distinguished into an uplink and a downlink. 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 vehicle 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 present embodiment displays a computer 8 (server) installed in the control room 7 and “possibility of vehicle collision” calculated by the computer 8. A display 14 (display monitor) 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 (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 means 12, the computer 8 in the control room 7 includes a vehicle position information detection means 9, a collision determination means 10, and a notification means 11. The vehicle position information detection means 9 and the collision determination means 10 are provided. Thus, “possibility of vehicle collision” is calculated and notified to the driving operators MA and MB using the notification means 11. 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.
Next, on the basis of the “vehicle position information” calculated by the vehicle position information detection means 9 and the “trajectory information D” and “vehicle information” stored in the computer 8 in advance, the collision determination means 10 The possibility that the first vehicle 4a moving on the R and the second vehicle 4b collide with each other is determined. The “trajectory information D” is obtained by offlinely calculating and recording the distance between the two meshes M on the trajectory R divided into a plurality of meshes M. The “vehicle information” is the trajectory R. Information about a vehicle traveling on the vehicle is recorded in advance (details will be described later).

  Using such information, the collision determination means 10 determines that the distance between the first vehicle 4a and the second vehicle 4b obtained from the “trajectory information D” is “vehicle information of the first vehicle 4a”. ”And“ vehicle information ”of the second vehicle 4b are equal to or less than the distance, and it is determined that“ there is a possibility of a vehicle collision ”. The reason why the collision determination means 10 performs such processing is generally considered as “collision” when two vehicles 4 exist at the same position when considering the collision of the vehicles 4. 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”, and “trajectory information D” will be described in detail, and details of determination processing in the collision determination means 10 will be described.
First, “trajectory information D”, which is information related to the track on which the vehicle 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 this embodiment, the points are displayed as P1, P2,..., And the zones are displayed as Z (1), 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.

  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, the second vehicle 4b traveling from the zone Z (19) toward the zone Z (3) cannot enter the zone Z (18) at the point P9. That is, in order for the vehicle 4 to change direction, the angle between the two zones 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 present embodiment, the mesh is displayed as M (1), M (2). In addition, how to give the number (N of M (N)) with respect to a mesh is arbitrary, You may give in order and you may attach | subject a number to a mesh suitably. In the case of this embodiment, the mesh M has divided | segmented the segment of a 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 M information for each vehicle 4 indicated in the “vehicle information”. That is, the braking distance of the vehicle 4 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 (9) on the track R, and the second vehicle 4b (V2) passes through the position of the mesh M (6). It is shown. Such information is calculated as “vehicle position information” using the vehicle position information detecting means 9 provided in the computer 8.
FIG. 4 shows “trajectory information D” in which the distance of the trajectory R between two meshes M is recorded in advance (obtained off-line) on the trajectory R divided into a plurality of meshes M. Yes. For example, when the distance between the mesh M (9) and the mesh M (6) on the trajectory R is 24 mesh (240 m), the mesh M (9) and the mesh M (6) in FIG. Write “24” in the column. As described above, the “trajectory information D” includes a plurality of distances between the two meshes M. Such “trajectory information D” 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 D” are created. In other words, the “activation 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.

The “trajectory information D” 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.
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. 5 shows a connection state of the locomotive 2 and the chaotic vehicle 3 moving on the track R. 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 this 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. 5A 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. Therefore, the vehicle 4 in FIG. 5A 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. 5A is 50 m in the fine weather and 80 m 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. 5A, 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 danger of rear collision (rear collision) of the vehicle 4 as shown in FIG. 5A, it is necessary to consider not only the position of the vehicle 4 but also 6 mesh or 7 mesh which is the length of the vehicle 4. is there. For further safety, it is necessary to simultaneously consider the 5 and 8 mesh brake braking distance of the locomotive 2.

FIG. 5B 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. 5B holds information such as 3 mesh or 4 mesh as “vehicle information”.
If the brake braking distance of the vehicle 4 in FIG. 5B is 50 m (when the weather is fine), the vehicle 4 in FIG. 5B has a chaotic vehicle with 5 meshes of the brake braking distance 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. 5B is 80 m (when it is raining), the vehicle 4 in FIG. 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 danger of a frontal collision of the vehicle 4 as shown in FIG. 5B, not only the position of the vehicle 4 but also the 5 and 8 meshes of the 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 danger of rear collision (rear collision) of the vehicle 4 as shown in FIG. 5B, it is necessary to consider only the position of the vehicle 4. In the case of the vehicle 4 as shown in FIG. 5B, 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.
In FIG. 3, “vehicle position information” indicates that the first vehicle 4 a and the second vehicle 4 b are traveling in the zone on the track R in the track route map.

In FIG. 3B, the first vehicle 4a (V1) travels in the zone Z (1) toward the point P5 (upward direction), and the second vehicle 4b (V2) moves in the zone Z (19 ) Toward point P9 (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 (9) and going to the point P5 (upward direction) and is currently passing through the zone Z (1). 1 vehicle 4a can go to zone Z (2), zone Z (3), and zone Z (4). "

Similarly, the “vehicle position information” of the second vehicle 4b is “passing through the zone Z (19) while existing in the mesh M (6) and heading toward the point P9 (downward direction). After passing through, it is possible to go to zone Z (3). "
When the “vehicle position information” obtained above is displayed on the track route map of the display monitor 14, the control operator MA of the control room 7 who sees it displays the vehicle 4 traveling on the track R with respect to the vehicle 4. An accurate operation instruction (vehicle dispatch instruction) can be given to the operation operator MB.

Based on the “vehicle position information” obtained as described above, the collision determination means 10 in the computer 8 in the control room 7 calculates the possibility that the vehicles 4 traveling on the track R will collide with each other. Processing to warn 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 first vehicle 4a and a second vehicle 4b obtained from the “track information D” recorded in advance and the “vehicle position information” detected by the vehicle position information detection means 9. Is the “distance relating to the vehicle” included in the “vehicle information” of the first vehicle 4a and the “distance relating to the vehicle” included in the “vehicle information” of the second vehicle 4b. When the distance is less than or equal to the distance, it is determined that “there is a possibility of a vehicle collision”.

In the present embodiment, it is assumed that the weather is sunny, and as shown in FIG. 5A, the vehicle 4 is pulled by two locomotives 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. Further, the braking distance of the locomotive 2 is 50 m, and this “vehicle information” is 5 mesh.
[Case 1-1]
FIG. 3 shows that two vehicles 4a and 4b are traveling in the zone in the track route map. FIG. 6 shows a frontal collision between the vehicles 4 traveling on the track R. The possibilities are shown schematically.

  The collision determination unit 10 provided in the computer 9 includes the “trajectory information D” recorded in the storage unit 12 in advance, and the “track information D” recorded in the storage unit 12 in the same way. Based on the "vehicle information" and the "vehicle position information" of the first vehicle 4a and the second vehicle 4b traveling on the track R (obtained in real time) detected by the vehicle position information detecting means 9 The possibility of collision between the first vehicle 4a and the second vehicle 4b traveling on the track R is determined.

  Specifically, referring to FIGS. 3 and 4, the “vehicle position information” (mesh M (9)) and the second vehicle 4b of the first vehicle 4a (V1) detected by the vehicle position information detecting means 9 are used. From the “vehicle position information” (mesh M (6)) of (V2) and the “trajectory information D” recorded in advance, the mesh M (9) on the zone Z (1) and the zone Z (19) It can be seen that the distance to the mesh M (6) is 24 mesh (240 m).

Then, based on the “vehicle position information” calculated by the vehicle position information detecting means 9 and the “track information D” and “vehicle information” recorded in advance, the first vehicle 4a and the second vehicle 4b are Determine the possibility of a collision.
As shown in FIG. 6A, from “trajectory information D” recorded in advance in the storage means 12 and “vehicle position information” detected by the vehicle position information detection means 9 (obtained in real time). The distance between the obtained first vehicle 4a (mesh M (9)) and the second vehicle 4b (mesh M (6)) is 24 mesh, and “vehicle information” ( The distance (10 brake brake distance = 5 mesh in the case of fine weather and frontal collision) and the "vehicle information" of the second vehicle 4b (the brake braking distance = 5 mesh in the case of fine weather and frontal collision) (10 Mesh). In this case, it can be seen that the distance between the two meshes is equal to or greater than the distance obtained by adding the “vehicle information” of the two vehicles 4a and 4b (24 mesh> 10 mesh). That is, it can be seen that the two vehicles 4a and 4b are located far away, in other words, 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, it is considered that when the first vehicle 4a and the second vehicle 4b travel forward as they are, the first vehicle 4a and the second vehicle 4b enter the zone Z (3). For example, the first vehicle 4a reaches the mesh M (11) on the zone Z (3) (upward direction), and the second vehicle 4b reaches the mesh M (2) on the zone Z (19). Consider the (downlink direction) case.

  The collision determination means 10 includes “vehicle position information” (mesh M (9)) of the first vehicle 4a (V1) detected by the vehicle position information detection means 9 and “vehicles” of the second vehicle 4b (V2). It is recognized from the “position information” (mesh M (6)) that both the first vehicle 4a and the second vehicle 4b enter the zone Z (3) and may collide head-on. For example, assuming that the first vehicle 4a reaches the mesh M (11) on the zone Z (3) and the second vehicle 4b reaches the mesh M (2) on the zone Z (19), it is recorded in advance. It can be seen from the “trajectory information D” that the distance between the mesh M (11) and the mesh M (2) is 9 mesh (90 m).

  Further, from the “trajectory information D”, the zone P (2), the zone Z (3), and the zone Z (4) are connected to the point P5 through which the first vehicle 4a passes, and the second zone It can be seen that two zones, zone Z (3) and zone Z (18), are connected to the point P9 through which the vehicle 4b passes. However, at point P9, Z (19) and Z (18) are connected at an acute angle, and the second vehicle 4b cannot travel from zone Z (19) to zone Z (18). That is, the second vehicle 4b only goes straight to the zone Z (3).

Then, the collision determination unit 10 determines the possibility that the first vehicle 4a and the second vehicle 4b collide.
As shown in FIGS. 3 and 6B, “trajectory information” recorded in the storage unit 12 in advance, “vehicle position information” detected by the vehicle position information detection unit 9 (obtained in real time), The distance between the first vehicle 4a (mesh M (11)) obtained from the second vehicle 4b (mesh M (2)) is 9 mesh, and the “vehicle information” of the first vehicle 4a (Brake braking distance = 5 mesh in the case of fine weather / frontal collision) and “vehicle information” of the second vehicle 4b (brake braking distance = 5 mesh in the case of fine weather / frontal collision) 10 mesh). In this case, it can be seen that the distance between the two meshes M is equal to or less than the sum of the “vehicle information” of the two vehicles 4a and 4b (9 mesh <10 mesh). That is, when two vehicles 4a and 4b enter zone Z (3), it can be seen that there is a possibility of a frontal collision between the vehicles 4.

  As a result, the collision determination unit 10 notifies the control operator MA and the operation operator MB through the notification unit 11 of an instruction to avoid the collision between the first vehicle 4a and the second vehicle 4b. 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 frontal collision between the vehicles 4 in the rain. 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.
[Case 1-2]
Next, a back collision, that is, a rear-end collision between the vehicles 4 when the vehicles 4 are connected as shown in FIG. 5B will be described.

The collision determination unit 10 provided in the computer 9 includes the “trajectory information D” recorded in the storage unit 12 in advance, and the “track information D” recorded in the storage unit 12 in the same way. The first vehicle 4a traveling on the track R and the first vehicle 4a traveling on the track R based on the “vehicle information” and the “vehicle position information” of the first vehicle 4a and the second vehicle 4b traveling on the track R detected in real time. The possibility of a rear collision (rear collision) with the second vehicle 4b is determined.

If the first vehicle 4a existing on the mesh M (9) advances forward (in the upward line direction) as it is, the possibility of colliding with the second vehicle 4b traveling in the upward line direction is considered. For example, consider a case where the first vehicle 4a exists in the mesh M (9) and the second vehicle 4b exists in the mesh M (11).
First, it is understood from the “track information D” recorded in advance that the distance between the mesh M (9) and the mesh M (11) is 9 mesh (90 m). In addition, from the “trajectory information D”, the zone P (2), the zone Z (3), and the zone Z (4) are connected to the point P5 through which the first vehicle 4a passes, and the second zone It can be seen that two zones, zone Z (3) and zone Z (18), are connected to the point P9 through which the vehicle 4b passes.

Next, the collision determination means 10 determines the possibility that the first vehicle 4a and the second vehicle 4b will collide.
As shown in FIG. 3, it was obtained from “trajectory information D” recorded in advance in the storage means 12 and “vehicle position information” detected by the vehicle position information detection means 9 (obtained in real time). The distance between the first vehicle 4a (mesh M (9)) and the second vehicle 4b (mesh M (12)) is 7 mesh, and the “vehicle information” of the first vehicle 4a (when the weather is fine) In the case of a rear collision, the brake braking distance + the length of one chaotic vehicle 3 = 5 mesh + 3 mesh = 8 mesh) and the "vehicle information" of the second vehicle 4b (in the case of fine weather / rear collision, in the same direction Therefore, the distance is 8 mesh. In this case, it can be seen that the distance between the two meshes is equal to or less than the sum of the “vehicle information” of the two vehicles 4a and 4b (7 mesh <8 mesh). That is, it can be seen that there is a possibility that the first vehicle 4a may collide with the second vehicle 4b on the zone Z (3).

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 to avoid the rear collision of the first vehicle 4a and the second vehicle 4b.
In the case of a rear-end collision in rainy weather, 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 rear-end collision of the vehicle 4 when it rains.
[Case 2]
Next, there is a possibility that the second vehicle 4b in another zone joins and collides with the first vehicle 4a traveling in the zone, that is, the second vehicle 4a in the side of the first vehicle 4a. The possibility that the second vehicle 4b collides from an oblique direction (hereinafter referred to as “oblique collision”) will be described.

FIG. 7 shows “trajectory information D” for determining “oblique collision”, corresponding to FIG. 3 (trajectory information D in [Case 1-1] and [Case 1-2]). It has become.
That is, in FIG. 7, in the track route map divided into the plurality of meshes M shown in FIG. 3, the points P (branch points) existing between one mesh M and the other mesh M The “trajectory information D” in which the branch point distance, which is the distance to one mesh and another mesh, is recorded in advance (obtained offline) is shown. That is, in the “trajectory information D” regarding “oblique collision”, a branch point distance that is a distance between one mesh M and a point P (branch point) close to the one mesh M is recorded in advance.

  For example, when the distance between the mesh M (4) on the zone Z (11) and the branch point P8 closest to the mesh M (4) is 7 mesh (70 m), the mesh M (4) in FIG. “7” is written in the column where the mesh M (5) intersects. When the distance between the mesh M (5) on the zone Z (10) and the point P8 closest to the mesh M (5) is 2 meshes (20 m), the mesh M (4) and meshes in FIG. “2” is written in the column where M (5) intersects. That is, (7, 2) is shown in the column where mesh M (4) and mesh M (5) intersect in FIG.

  As described above, the “trajectory information D” includes a plurality of distances between one mesh and a point P (branch point) closest to the one mesh. There are four types of such “trajectory information D”, which are divided into the traveling direction of the two vehicles 4 and the opposite direction. For example, it is created separately for “trajectory information D” when the traveling direction of the first vehicle 4a is upward and “trajectory information D” when the traveling direction is downward. Further, it is created separately for “trajectory information D” when the traveling direction of the first vehicle 4b is upward and “trajectory information D” when the traveling direction is downward.

This “trajectory information D” is recorded in advance in the storage means 12 in the computer 8 and used for the collision determination means 10.
Next, “vehicle position information” indicating the position of the vehicle 4 traveling on the track R will be described in detail.
In the track route map as shown in FIG. 3, it is detected in real time that the first vehicle 4a and the second vehicle 4b are traveling in the zone on the track R (obtained online). "Position information" is shown.

For example, the first vehicle 4a (V1) passes through the mesh M (4) on the zone Z (11), and the second vehicle 4b (V2) is the position of the mesh M (5) on the zone Z (10). (See FIG. 8). Such information is calculated as “vehicle position information” by using the vehicle position information detecting means 9 provided in the computer 8. For example, in FIG. 8, the first vehicle 4 a (V 1) is in the zone Z (11). The second vehicle 4b (V2) is traveling on the zone Z (10) toward the point P8. In displaying the travel status of the first vehicle 4a and the first vehicle 4b, the first vehicle 4a and the first 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 first vehicle 4b are detected. Information on the detected positions and speeds of the first vehicle 4a and the first 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 first vehicle 4b stored in the storage means 12, the vehicle position information detection means 9 obtains “vehicle position information” for the vehicles 4a and 4b. The “vehicle position information” of the first vehicle 4a is “present in the mesh M (4) and is currently passing through the zone Z (11) toward the point P8 (downward direction). 1 vehicle 4a can only go to zone Z (9) ".

Similarly, the “vehicle position information” of the second vehicle 4b is “passing through the zone Z (10) while existing in the mesh M (5) and heading toward the point P8 (downward direction). After passing through, it is possible to go only to zone Z (9). "
Based on the “vehicle position information” and the like obtained as described above, the collision determination means 10 in the computer 8 in the control room 7 has the possibility that the vehicles 4 traveling on the track R may collide diagonally. Processing to calculate and warn the operation operator MB is performed. A process for determining the possibility of such a vehicle collision will be described with examples.

  The collision determination unit 10 branches the first vehicle 4a obtained from “track information D” recorded in advance and “vehicle position information” detected by the vehicle position information detection unit 9 (obtained in real time). The second vehicle 4b whose point distance is equal to or less than the “vehicle-related distance” included in the “vehicle information” of the first vehicle 4a and obtained from the “trajectory information D” and the “vehicle position information”. When the branch point distance is less than or equal to the “distance relating to the vehicle” included in the “vehicle information” of the second vehicle 4b, it is determined that “there is a possibility of an oblique collision”.

FIG. 8 schematically shows the possibility that the vehicles 4 traveling on the track R may collide diagonally. Both the first vehicle 4a and the second vehicle 4b are directed in the down line direction. Running. In FIG. 8, it is assumed that two locomotives 4 pull one chaotic vehicle 3 by one locomotive 2. In addition, the weather conditions will be described on a sunny day.
First, a case where there is no risk of “oblique collision” will be described.

First, from the “vehicle position information” (mesh M (4)) of the first vehicle 4a (V1) detected by the vehicle position information detection means 9 and the “track information D” recorded in advance, the zone Z ( It can be seen that the distance from the point P8 at one end of 11) is 7 meshes (70 m). Further, from the “vehicle position information” (mesh M (5)) of the second vehicle 4b (V2) detected by the vehicle position information detection means 9 and the “track information D” recorded in advance, the zone Z ( It can be seen that the distance from the point P8 at one end of 10) is 2 mesh (20 m).

Then, the collision determination means 10 is connected to the first vehicle 4a and the first vehicle 4a based on the “vehicle position information” calculated by the vehicle position information detection means 9 and the “track information D” and “vehicle information” recorded in advance. The possibility of “an oblique collision” with the second vehicle 5b is determined.
As shown in FIG. 8A, from “trajectory information D” recorded in advance in the storage means 12 and “vehicle position information” detected by the vehicle position information detection means 9 (obtained in real time). The branch point distance (the distance between mesh M (4) and P8) related to the obtained first vehicle 4a (mesh M (4)) is 7 mesh, and the first vehicle recorded in the storage unit 12 in advance. The “vehicle information” of 4a (the chaotic vehicle 3 is in an empty state and the brake braking distance is 50 m) is 5 mesh. In this case, it can be seen that the distance of the point P (branch point) with respect to the first vehicle 4a (mesh M (4)) is not less than the “vehicle information” (5 mesh) of the first vehicle 4a (7 mesh> 5 mesh), under the current situation, it can be seen that the first vehicle 4a does not enter the zone Z (9) beyond the point P8.

Similarly, the second vehicle 4b obtained from “trajectory information D” recorded in advance in the storage means 12 and “vehicle position information” detected by the vehicle position information detection means 9 (obtained in real time). The branch point distance (the distance between mesh M (5) and P8) regarding (mesh M (5)) is 2 meshes.
Here, the “vehicle information” of the second vehicle 4b in the mesh M (5) is obtained by adding the brake braking distance (5 mesh) and the total length (4 mesh) of the second vehicle 4b to 9 mesh. And In this case, it turns out that the distance of the branch point regarding the 1st vehicle 4b (mesh M (5)) is below the "vehicle information" (9 mesh) of the 1st vehicle 4b (2 mesh <9 mesh), Under the current situation, it can be seen that the second vehicle 4b exceeds the point P8 and enters the zone Z (9). As described above, the first vehicle 4a exceeds the point P8 and enters the zone Z ( 9), the first vehicle 4a is less likely to “obliquely collide” with the first vehicle 4b (no collision).

Next, the case where the possibility of “oblique collision” is large will be described.
As shown in FIG. 8B, when the first vehicle 4a existing in the mesh M (4) travels forward (downward direction) as it is, it travels toward the zone Z (9) (downward direction). Consider the possibility of a collision with the side of the second vehicle 4b. Here, it is assumed that the second vehicle 4b exists in the mesh M (5).

  First, from the “vehicle position information” (mesh M (4)) of the first vehicle 4a (V1) detected by the vehicle position information detection means 9 and the “track information D” recorded in advance, the zone Z ( It can be seen that the distance from the point P8 at one end of 11) is 7 meshes (70 m). Further, from the “vehicle position information” (mesh M (5)) of the second vehicle 4b (V2) detected by the vehicle position information detection means 9 and the “track information D” recorded in advance, the zone Z ( It can be seen that the distance from the point P8 at one end of 10) is 2 mesh (20 m).

Then, the collision determination means 10 is connected to the first vehicle 4a and the first vehicle 4a based on the “vehicle position information” calculated by the vehicle position information detection means 9 and the “track information D” and “vehicle information” recorded in advance. The possibility of “an oblique collision” with the second vehicle 5b is determined.
As shown in FIG. 8B, from “trajectory information D” recorded in the storage means 12 in advance and “vehicle position information” detected by the vehicle position information detection means 9 (obtained in real time). The branch point distance (the distance between mesh M (4) and P8) related to the obtained first vehicle 4a (mesh M (4)) is 7 mesh, and the first vehicle recorded in the storage unit 12 in advance. "Vehicle information" of 4a (for example, the chaotic vehicle 3 is full and the brake braking distance is 90 m)
Is 9 mesh. In this case, it turns out that the distance of the branch point regarding the 1st vehicle 4a (mesh M (4)) is below the "vehicle information" (9 mesh) of the 1st vehicle 4a (7 mesh <9 mesh), It can be seen that the first vehicle 4a enters the zone Z (9) beyond the branch point (P8).

  Similarly, the second vehicle 4b obtained from “trajectory information D” recorded in advance in the storage means 12 and “vehicle position information” detected by the vehicle position information detection means 9 (obtained in real time). The branch point distance (the distance between mesh M (5) and P8) relating to (mesh M (5)) is 2 mesh, and “vehicle information” (brake information) of the second vehicle 4b recorded in the storage means 12 in advance. The braking distance, the total length of the vehicle 4b) is 9 mesh. In this case, it turns out that the distance of the branch point regarding the 1st vehicle 4b (mesh M (5)) is below the "vehicle information" (9 mesh) of the 2nd vehicle 4b (2 mesh <9 mesh), It becomes clear that the second vehicle 4b enters the zone Z (9) beyond the point P8. As described above, the “vehicle information” (9 mesh) of the first vehicle 4a and the “vehicle information” (9 mesh) of the second vehicle 4b overlap on the zone Z (9). . That is, it can be seen that there is a high possibility that the first vehicle 4a will "obliquely collide" with the first vehicle 4b (there is a collision).

  As a result, the collision determination unit 10 notifies the control operator MA and the operation operator MB through the notification unit 11 of an instruction to avoid the “oblique collision” of the first vehicle 4a with respect to the second vehicle 4b. . If necessary, a warning sound or warning light is emitted via a warning device. Thereby, the driving operators MA and MB can confirm the possibility of the collision and perform an operation of avoiding the “oblique collision”.

In the case of “oblique collision” in rainy weather, 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 rear-end collision of the vehicle 4 when it rains.
From the above examples, the vehicle collision warning system 1 according to the present 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 the vehicle is displayed on the monitor. By displaying the position information 4, it is possible to easily determine “possibility of vehicle collision”.

That is, the computer 7 can reliably determine the “possibility of a vehicle collision” from the three pieces of information “track information D”, “vehicle information”, and “vehicle position information”. 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 schematically shows the track R, the branch point P, and the cross point C1 of the vehicle 4 (the locomotive 2 and the chaotic vehicle 3) in the ironworks in the second embodiment, and the track R is divided into a plurality of meshes M. FIG. FIG. 9 is an optimum track diagram for explaining the second embodiment, although it is slightly different from the track R shown in FIG.
FIG. 10 is a diagram summarizing the connection information L provided in the vehicle collision warning system 1 of the second embodiment, and FIG. 11 is the oblique collision determination track information provided in the vehicle collision warning system 1 of the second embodiment. It is the figure which showed the preparation method of E.

As shown in FIGS. 10 and 11, the configuration of the vehicle collision warning system 1 according to the second embodiment reliably detects the possibility of “an oblique collision” of the vehicle 4. This is very different from the embodiment. The “oblique collision” in the present embodiment means that the second vehicle 4b collides with the side of the first vehicle 4a from an oblique direction. Specifically, a mesh M on the trajectory R is connected so as to merge with another mesh M via a branch point P, and a trajectory in which one mesh M is connected to the tip of the branch point P. In R, the second vehicle 4b traveling on another mesh M joins and collides with the first vehicle 4a traveling on a certain mesh M, and the two vehicles 4 are first. A collision in a situation where one branch point P is held together.

  Specifically, 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 D” (orbit information D), “connection information L” in which the connection state between one mesh M and another mesh M connected next to the one mesh M is recorded; And “oblique collision determination trajectory information E” obtained by extracting from the trajectory information D only the information in which the connection state is “branched” or “join” based on the connection information L. That is, the vehicle collision warning system 1 according to the second embodiment is greatly different from the first embodiment in the information used when determining the possibility that two vehicles 4 traveling on the track R will collide.

  The 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. For example, the vehicle information includes at least one of the total length of the vehicle 4, the braking distance of the vehicle 4, and the weight of the vehicle 4 (the presence or absence of molten iron), or the vehicle 4 is provided with vehicle position information detection means 9. The part configured to detect the position of the vehicle 4 using GPS and / or RFID is substantially the same as the system 1 of the first embodiment. Therefore, the detailed description about the substantially same part as the system 1 of the first embodiment will not be repeated.

  Further, in describing the system 1 of the second embodiment, the trajectory R is distinguished into an up line (+ direction) and a down line (− direction) (see FIG. 9). On a certain track R, the vehicle 4 may move from one (upline side) to the other (downline side), or from the other (downline side) to one (upline side). That is, the vehicle 4 may move so that the chaotic vehicle 3 is pulled by the locomotive 2, or the vehicle 4 may move while being pushed by the locomotive 2. Note that the vehicle 4 (the chaotic vehicle 3 and the locomotive 2) traveling on the track R does not travel while being reversed on the spot.

In creating “oblique collision determination orbit information E” (diagonal collision determination matrix E), which is a feature of the second embodiment, first, “connection information L” is prepared.
As shown in FIG. 10, a collection of the connection information L of the mesh M obtained by dividing the trajectory R and the length of each mesh M is created.
The connection information L 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 (diagonal collision). Information L (+) regarding the connection on the upstream side of each mesh M and information L (-) regarding the connection on the downstream side of each mesh M. Created separately.

First, link information L (+) on the up line side in each mesh M is created.
Referring to FIG. 9, for example, the mesh M3 is connected in a straight line on the extension line on the upstream side of the mesh M2. Further, the mesh M40 is connected to the right side of the mesh M2 on the upstream line side so as to branch (approximately 45 ° direction) in the upward line direction. Therefore, the link information L (+) on the uplink side of the mesh M2 is described as in the center of FIG.

As shown in FIG. 10, in the information L (+) related to the connection on the up line side, the mesh M3 is described in the column of the extension line direction (0 direction) of the mesh M2, and the mesh M40 is displayed in the column on the right side of the mesh M2. And “branch” information is described in the attribute column of the mesh M2.
Further, when looking at FIG. 9, the mesh M7 is connected in a straight line on the upstream line of the mesh M6, and the mesh M43 is connected to the mesh M6 and the mesh M7 in a straight line. They are connected to join. Therefore, the link information L (+) on the uplink side of the mesh M6 is described as in the center of FIG.

As shown in FIG. 10, in the link information L (+) on the upstream line side, the mesh M7 is described in the column of the extension line direction (0 direction) of the mesh M6, and the “join” is displayed in the attribute column of the mesh M6. Information is described.
With this procedure, all the connection information L (+) on the uplink side in each mesh M is created. Subsequently, the connection information L (−) on the downlink side of the mesh M is created in the same procedure.

Referring to FIG. 9, for example, the mesh M6 is connected in a straight line on the extension line on the down line side of the mesh M7. The mesh M43 is connected to the left side of the mesh M7 on the downstream side so as to branch (approximately 45 ° direction). Therefore, the link information L (-) on the down line side of the mesh M7 is described as shown on the right side of FIG.
As shown in FIG. 10, in the link information L (−) on the down line side, the mesh M6 is described in the extension line direction (0 direction) column of the mesh M7, and the mesh M43 is stored in the left column of the mesh M7. The “branch” information is described in the attribute column of the mesh M7.

Further, when looking at FIG. 9, on the extension line on the down line side of the mesh M9, the mesh M8 is connected in a straight line, and the mesh M44 is connected to the mesh M9 and the mesh M8 in a straight line. They are connected to join. Therefore, the link information L (-) on the down line side of the mesh M9 is described as shown on the right side of FIG.
As shown in FIG. 10, in the information L (−) relating to the connection on the down line side, the mesh M8 is described in the column of the extension line direction (0 direction) of the mesh M9, and “join” is displayed in the attribute column of the mesh M9. The information of is described.

By repeating such a procedure, the link information L (−) on the downlink side in each mesh M is created.
Here, “frontal collision determination orbit information D” (frontal collision determination matrix D) used when obtaining the diagonal collision determination matrix E will be described.
As shown in FIG. 11, the front collision determination matrix D is substantially the same as the trajectory information D described in the first embodiment, and in the trajectory route map divided into a plurality of meshes M shown in FIG. The number of the mesh M to which the attention is paid is shown as a numerical value. In addition, the front collision determination matrix D is created by dividing the matrix D (+) on the upstream side regarding the division of each mesh M and the matrix D (−) on the downstream side regarding the division of each mesh M.

  In the up-line front collision determination matrix D (+), for example, when the mesh M2 is viewed from the mesh M1 in the up-line direction, the mesh M2 is adjacent to the mesh M1, so the numerical value “1” is (See FIG. 11). When the mesh M5 is viewed from the mesh M1 in the upward line direction, the mesh M5 is separated from the mesh M1 by 4 meshes, and therefore the numerical value “4” is described. Thus, in the frontal collision determination matrix D, in the track route map divided into a plurality of meshes M, the number of distances from the mesh M to which the target mesh M is located is shown as a numerical value.

  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. For example, when the mesh M16 is viewed from the mesh M1 in the upward line direction, the mesh M41 is bent at an acute angle (90 ° or less) from the mesh M16, and the vehicle 4 traveling on the mesh M41 cannot travel toward the mesh M16. For this reason, the column of the mesh M1 of the matrix D corresponding to the mesh M16 is blank.

The down line side front collision determination matrix D (-) is information on the distance of each mesh M viewed from the mesh M in the down line direction, and the up line side front collision determination matrix D. It is created in substantially the same procedure as (+).
Then, based on the created vertical line connection information L, the diagonal collision determination obtained by extracting only the information in which the connection state is “branched” or “join” from the pre-recorded front collision determination matrix D A matrix E is created.

Specifically, the place where any two vehicles 4 traveling on the track R collide (contact) is the place where the track R (mesh M) joins (the branch point P) except for the frontal collision (including rear-end collision). Therefore, all the meshes M including the attribute information of the merge (branch) are extracted.
As shown in FIG. 9, in the down line direction of the track R of the second embodiment, there is a possibility of an oblique collision of the vehicle 4 (the possibility that the two vehicles 4 may meet the branch point P). 8 meshes M shown in FIG.

Here, in order to correctly extract the mesh M including the attribute information of the merge, connection information L opposite to the traveling direction is acquired.
For example, when determining the collision information of the vehicle 4 moving in the down line direction, when acquiring the connection information L of the mesh M3, the connection information L on the up line side opposite to the down line side (reverse to the traveling direction). Reference is made to (+) mesh M2 (see FIG. 10). By doing so, it is possible to correctly extract the connection information L of the mesh M3 including the merge attribute information. In this way, the connection information L of the eight meshes M with the possibility of an oblique collision is correctly extracted.

  As shown in FIG. 11, based on the connection information L referring to the connection information L (+) on the up line side, there are eight possible collisions of the vehicle 4 from the front collision determination matrix D (+). The data corresponding to each mesh M is extracted to create the diagonal collision determination matrix E (−) on the down line side. Similarly, on the basis of the link information L referring to the link information L (-) on the up line side, all of the possibility of an oblique collision of the vehicle 4 from the down line side front collision determination matrix D (-). Data corresponding to the mesh M is extracted, and an oblique collision determination matrix E (+) on the up line side is created.

Note that the diagonal collision determination matrix E (-) on the down line side is information on the distance of each mesh M viewed from the mesh M in the down line direction, and the diagonal collision determination matrix E on the up line side. It is created in substantially the same procedure as (+).
The system 1 according to the second embodiment including the connection information L, the front collision determination matrix D, and the diagonal collision determination matrix E includes the diagonal collision determination matrix E, vehicle position information, and the like. The distance between the first vehicle 4a and the second vehicle 4b obtained from the above is the “distance relating to the vehicle 4a” included in the vehicle information of the first vehicle 4a and the vehicle information of the second vehicle 4b. It is determined that there is a “possibility of an oblique collision” when the distance is equal to or less than the distance obtained by adding the “distance relating to the vehicle 4b”.

  As described above, the system 1 of the second embodiment is obtained by extracting only the information in which the connection state is “branched” / “join” from the front collision determination matrix D based on the connection information L. Three pieces of information, “diagonal collision determination matrix E”, “vehicle information”, and “vehicle position information”, in other words, “discrete values that maximize the advantages of applying graph theory and introducing GPS and / or RFID” By “model construction”, it is possible to reliably determine “possibility of oblique collision”.

Note that the diagonal collision determination matrix E used in the second embodiment includes a plurality of data on the possibility of an oblique collision, but some of these data clearly indicate a frontal collision rather than the possibility of an oblique collision. May contain data that is more likely to do.
In order to solve this problem, a deletion matrix Z for deleting data having a higher possibility of a frontal collision than an oblique collision is created, and a matrix E obtained by causing the created deletion matrix Z to act on the diagonal collision determination matrix E Use 'to perform collision detection.
[Third Embodiment]
Next, 3rd Embodiment in the vehicle collision warning system 1 which concerns on this invention is described based on figures.

  The configuration of the vehicle collision warning system 1 according to the third embodiment is to detect the possibility of a “terminal collision” of the vehicle 4 and is greatly different from the second embodiment in this respect. The term “end collision” refers to an end portion of the track R where one end of one mesh M is not connected, or a car stop that prevents derailment of the vehicle 4 on one side of the one mesh M. The vehicle 4 traveling on one mesh M at the end of the track R including the end of the track R and the track R that the vehicle 4 cannot pass for some reason, such as a large obstacle, Entering the end of the track R and derailing or colliding with a car stop or an obstacle.

Specifically, the vehicle collision warning system 1 of the third embodiment includes a “frontal collision determination matrix D” (trajectory information D), “connection information L”, and “an oblique collision determination matrix E”. Thus, based on the connection information L, “trajectory information for terminal collision determination F” (terminal collision determination matrix F) obtained by extracting only the information whose connection state is “terminal” from the front collision determination matrix D. ) And. That is, in the vehicle collision warning system 1 according to the third embodiment, the vehicle 4 traveling on the track R enters the end portion (termination) of the track R, the vehicle 4 derails, or the vehicle 4 reaches the end of the track R. The point which the information used when determining the possibility of colliding with the obstacle etc. which were deployed in the part is added is largely different from the second embodiment.

In addition, the other part of the vehicle collision warning system 1 according to the third embodiment is substantially the same as the system 1 of the second embodiment. Therefore, the detailed description about the substantially same part as the system 1 of 2nd Embodiment is not repeated.
As shown in FIG. 12, when creating “terminal collision determination trajectory information F” (terminal collision determination matrix F), which is a feature of the third embodiment, “connection information L” generated in the second embodiment. To extract all the meshes M including the attribute information of the “end” of the meshes M.

  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 L (+) on the uplink side shown in the center of FIG. Based on the extracted information on the end of each mesh M, data of the mesh M that is likely to cause a terminal collision of the vehicle 4 is extracted from the front collision determination matrix D (−), and the uplink collision on the end side A determination matrix F (+) is created.

  On the other hand, end information such as mesh M1, mesh M14, and mesh M27 is extracted from the link information L (−) on the down line side shown on the right side of FIG. Based on the extracted information on the end of each mesh M, data of the mesh M that may cause the end collision of the vehicle 4 is extracted from the front collision determination matrix D (+), and the end collision on the down line side is extracted. A determination matrix F (−) is created.

The downlink side termination collision determination matrix F (-) is information on the distance of each mesh M viewed from the mesh M in the downlink direction. The uplink side termination collision determination matrix F It is created in substantially the same procedure as (+).
In addition to the front collision determination matrix D, the connection information L, and the diagonal collision determination matrix E, the system 1 according to the third embodiment including the terminal collision determination matrix F in this way includes the collision determination unit 10. Thus, the distance between the first vehicle 4a and the terminal obtained from the terminal collision determination matrix F and the vehicle position information is equal to or less than the “distance relating to the vehicle 4a” included in the vehicle information of the first vehicle 4a. In this case, it is determined that “possibility of end collision”.

As described above, the system 1 of the third embodiment is based on the connection information L, and the “terminal collision determination” obtained by extracting only the information in which the connection state is “terminal” from the front collision determination matrix D. 3 matrix, “vehicle information” and “vehicle position information”, in other words, “construction of discrete value model that maximizes the advantages of applying graph theory and introducing GPS and / or RFID” Thus, the “possibility of terminal 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.

The configuration of the vehicle collision warning system 1 according to the fourth embodiment detects the possibility of a “cross collision” of the vehicle 4, and is greatly different from any of the first to third embodiments in this respect. ing.
First, “cross collision” detected 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 P in a cross trajectory where two trajectories R (one trajectory R and another trajectory R) intersect. At this cross point C1, the vehicle 4 traveling on one track R always travels on one track R after passing the cross point C1. The vehicle 4 traveling on another track R always travels on another track R after passing the cross point C1.

In such a cross track coupled via the cross point C1, two vehicles 4 that have entered the cross track collide at the cross point C1, that is, in a situation where the two vehicles 4 share the cross point C1. Is a “cross collision”.
The “cross collision” has the following two patterns.
FIG. 13A shows that two vehicles 4 traveling on the same track R in different directions collide at the crossing point C1 after changing the track R at the branch point P. First of “Cross Collision”
The pattern is shown.

  The first pattern of the “cross collision” is, for example, when the first vehicle 4a travels on the mesh M11 in the upward direction and the second vehicle 4b travels on the mesh M13 in the downward direction. When two vehicles 4 receive a warning “Possibility of a frontal collision” from the vehicle collision warning system 1 (operators MA, MB) and change the direction of travel at the branch point P and take a collision avoidance action (Solid arrow), the first vehicle 4a enters the mesh M46, the second vehicle 4b enters the mesh M60, and the two vehicles 4 both travel toward the cross point C1, and the cross point That is, the two vehicles 4 are in a “cross collision” state at C1. Note that the first pattern of “cross collision” includes the situation of the broken-line arrows shown in FIG.

FIG. 13B shows the crossing point C1 that faces the same direction but two vehicles 4 traveling on another parallel track R change the track R at the branch point P and are ahead of it. A second pattern of “cross collision” is shown.
The second pattern of the “cross collision” is, for example, when the first vehicle 4a travels on the upward mesh M11 and the second vehicle 4b travels on the upward mesh M24. If for some reason two vehicles 4 change the track R at the branch point P (solid arrow), the first vehicle 4a enters the mesh M46 and the second vehicle 4b enters the mesh M59. The two vehicles 4 travel toward the cross point C1, and the two vehicles 4 are in a “cross collision” at the cross point C1. Note that the second pattern of “cross collision” includes the situation of the dashed arrow shown in FIG.

The configuration of the vehicle collision warning system 1 of the fourth embodiment provided with “cross collision determination track information G” created to avoid such “cross collision” will be described in detail.
Specifically, in the vehicle collision warning system 1 of the fourth embodiment, “cross information C” in which information on the cross point C1 where the trajectory R intersects and the mesh M connected to the cross point C1 is recorded. And “cross collision determination trajectory information G” obtained by extracting only information corresponding to the mesh M connected to the cross point C1 from the front collision determination matrix D based on the cross information C. Yes.

First, the “cross information C” used when creating the cross collision determination matrix G 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 to create cross information C for all cross points Cx. The cross information C may be included in the connection information L.
Then, as shown in FIG. 14, based on the created cross information C, a cross collision determination matrix obtained by extracting only information in which the connection state is “cross point C1” from the front collision determination matrix D. Create G.

  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 obtain the data of the mesh M46 regarding the direction in which the vehicle 4 travels, the data of the mesh M47 connected adjacently via the cross point C1 from the front collision determination matrix D (-) opposite to the travel direction. To extract. Further, the data of the mesh M46 is extracted from the frontal collision determination matrix D (+) in the traveling direction.

Then, the data of the mesh M47 opposite to the traveling direction is used as the data of the mesh M46 in the cross collision determining matrix G, and the data of the mesh M46 in the traveling direction is used as the data of the mesh M47 in the cross collision determining matrix G. A matrix G is created.
And the system 1 of 4th Embodiment provided with the cross information C and the matrix G for cross collision determination WHEREIN: In the collision determination means 10, it is the 1st obtained from the matrix G for cross collision determination and vehicle position information. The distance between the vehicle 4a and the second vehicle 4b is the “distance relating to the vehicle 4a” included in the vehicle information of the first vehicle 4a and the “distance relating to the vehicle 4b” included in the vehicle information of the second vehicle 4b. "Is less than the combined distance, it is determined that there is a possibility of cross collision".

As described above, the system 1 of the fourth embodiment is based on the cross information C, and the “cross collision determination” obtained by extracting only the information in which the connection state is “cross” from the front collision determination matrix D. 3 matrix, “vehicle information” and “vehicle position information”, in other words, “construction of discrete value model that maximizes the advantages of applying graph theory and introducing GPS and / or RFID” Thus, the “possibility of cross collision” can be reliably determined.
[Fifth Embodiment]
Next, 5th Embodiment in the vehicle collision warning system 1 which concerns on this invention is described based on figures.

The vehicle collision warning system 1 according to the fifth embodiment detects the possibility that the vehicle 4 traveling on the track R will collide with an “obstacle” on the track R, and this point is the first embodiment. It differs greatly from any of the form to the fourth embodiment.
The “obstacle” in the fifth embodiment includes “narrow orbit”, “closed orbit”, “OOS orbit (Out Of Service)”, and the like.

First, the “narrow orbit” in this embodiment will be described.
The “narrow track” refers to a track R in which the track R is laid but for some reason, some or all of the vehicles 4 cannot pass or are restricted.
For example, it is assumed that a large building is adjacent to the track R and is overhanging in the steel factory. When the building overhangs the track R in this way, when a wide vehicle 4 (a large topped car or the like) enters, the wide vehicle 4 may come into contact with the large building and become unable to travel. .

That is, the track R or the area on the track R in the above situation is a “narrow track”. However, this “narrow track” can enter (run) in the case of a vehicle 4 having a narrow vehicle width (a normal type or a small topped car or the like). The “narrow track” in the present embodiment does not mean that the width of the rail constituting the track R is narrow.
Next, “closed trajectory” in the present embodiment will be described.

The “closed track” refers to a track R on which the track R is laid but for which any vehicle 4 cannot pass for some reason.
For example, a building (a hot metal processing building) for processing hot metal in the topped car 4 (vehicle) is installed in the middle of the track R in the steel factory, and the hot metal is usually charged into the processing building. The topped car 4 is allowed to enter. However, when the shutter provided at the entrance of the building is closed so as to cross the track R for some reason, the topped car 4 traveling on the track R where the processing building is installed collides with the shutter of the processing building. As a result, there is a risk of being unable to travel.

That is, the track R or the area on the track R in the above situation is a “closed track”.
Next, the “OOS trajectory” in the present embodiment will be described.
The “OOS track” is a track R through which all the vehicles 4 can pass, but for some reason, the track R for which the vehicle collision warning system 1 of the present invention is not provided.

For example, a plurality of tracks R laid in parallel in a direction different from one direction cross a plurality of tracks R laid in parallel in one direction in an ironworks. It is assumed that there is an “area where a plurality of tracks R intersects in a complicated manner” laid so as to (override). Usually, in an area where the plurality of tracks R are intricately intersected, the vehicle 4 traveling on the track R in one direction or in another direction is not changed in the track R in one direction or in another direction. It is designed to run on the top. That is, in an area where a plurality of tracks R are intersected in a complicated manner, the vehicle 4 traveling on the track R in one direction or another direction is changed to a track R in another direction or one direction. And you can not run.

However, in such an area where a plurality of trajectories R intersect in a complicated manner, the calculation load of the collision detection process executed in the system 1 becomes large, and the detection process and the process of issuing an alarm are delayed or the worst. In such a case, there is a risk that it will not finish within a predetermined time.
Therefore, the vehicle collision warning system 1 of the present invention is stopped for such a track R or an area on the track R, and is set as an “OOS track”.

Although this system 1 is not in operation on this OOS track, there is a possibility that the vehicles 4 may collide with each other. In that case, an automatic train stop device (ATS: Automatic Train Stop) is installed or a supervisor who monitors the vehicle 4 Is provided so that a collision of the vehicle 4 can be avoided.
Fifth embodiment provided with “mesh information” created in order to avoid collision of “obstacles” such as “narrow orbit”, “closed orbit”, and “OOS orbit” with the vehicle 4 A vehicle collision warning system 1 according to the embodiment will be described.

FIG. 15 is a table summarizing the attribute information of each mesh M provided in the vehicle collision warning system 1 of the fifth embodiment.
The vehicle collision warning system 1 of the fifth embodiment includes “mesh information” in which attribute information of a mesh M (track R) divided into a plurality on the track R is recorded, and the attribute is “narrow track” from the mesh information. , “Closed trajectory” and “OOS trajectory” are extracted, respectively, and “obstruction collision determination trajectory information H” created based on the extracted attribute information and trajectory information D of the mesh M; It is equipped with.

As shown in FIG. 15, a summary of the length of each mesh M on the trajectory R and the attributes (“narrow trajectory”, “closed trajectory”, “OOS trajectory”) of each mesh M is created.
As shown in FIG. 15, a mark indicating “OOS trajectory” is described in the attribute column of mesh M102 to mesh M116, and the range where seven meshes M of mesh M102 to mesh M116 are connected is “OOS trajectory”. "

In addition, in the attribute column of the mesh M120 and the mesh M121 and the mesh M125 and the mesh M126, a mark indicating “narrow orbit” is described, and the mesh M120 and the mesh M121 are within the range where the two meshes M are connected. In addition, it can be seen that the range where the two meshes M, the mesh M126 and the mesh M127 are connected is a “narrow trajectory”.
Further, as shown in FIG. 15, a mark indicating “closed trajectory” is described in the attribute column of mesh M118 and mesh M129, and two meshes M of mesh M118 and mesh M129 are set to “closed trajectory”. You can see that

Next, “obstruction collision determination track information” used when determining the possibility of collision between the vehicle 4 and the obstacle is created.
In creating the “obstacle collision determination trajectory information” of the fifth embodiment, the mesh M including the mesh M attribute information (obstacle attribute) is selected from the “mesh information” shown in FIG. Extract all. The extracted mesh M is divided for each attribute information to create obstacle collision determination trajectory information. For example, all the meshes M having the OOS trajectory attribute are recorded together, all the meshes M having the narrow trajectory attribute are recorded collectively, and all the meshes M having the closed trajectory attribute are recorded collectively.

  And the system of 5th Embodiment provided with the trajectory information for obstacle collision determination was created by extracting information having the attribute “obstacle” from the “mesh information” by the collision determination means 10. The vehicle information of the vehicle 4 includes the distance between the vehicle 4 and the obstacle obtained from the “trajectory information for obstacle collision determination” and the vehicle position information while using the “track information for obstacle collision determination”. If it is equal to or less than the “distance relating to the vehicle 4”, it is determined that “there is a possibility of an obstacle collision”.

As described above, the system 1 of the fifth embodiment is configured to obtain “obstruction collision determination trajectory information” obtained by extracting the attribute information of the mesh M set as “obstacle” from the attribute information of each mesh M. , "
The “possibility of an obstacle collision” can be reliably determined based on the three pieces of information “vehicle information” and “vehicle position information”.
Thus, in determining the possibility of the vehicle 4 colliding, the system 1 shown in the first to fourth embodiments is used to determine the collision of the vehicle 4 (frontal collision, oblique collision, end collision, cross collision. ) In order, it is good to determine the “obstacle collision” of the vehicle 4 using the system 1 of the fifth embodiment.

  As described above, by using the vehicle collision warning system 1 of the present invention, information between two meshes M and information between two meshes M on the track R divided into a plurality of meshes M, By using the information about the vehicle 4 traveling on the track R and the position information of the vehicle 4, the possibility of a vehicle collision is reliably determined, and the risk of the vehicle collision is notified to the operators MA and MB involved in the operation. It becomes possible.

The embodiment disclosed this time should be considered as illustrative in all points and not restrictive.
For example, in the first to fifth embodiments, the method for creating the matrices D, E, F, and G corresponding to each mesh M has been described, but the length of the mesh M ( It is also possible to create connection information L to which (meter unit) is added, and create matrices D, E, F, and G based on the connection information L.

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, as shown in FIG. 9, a first vehicle (A) 4a that travels in the mesh M1 in the upward direction, and a second vehicle (B) 4b that travels in the mesh M24 in the downward direction. Indicates a possibility of a frontal collision, [Distance: 11 mesh (102 m)] in (a), [Distance: 11 mesh (108 m)] in (b), [Distance: 13 mesh (122 m) in (c) ] Three patterns are extracted. Of the three patterns, the shortest distance (a) [distance: 11 mesh (102 m)] may be shown first. The remaining two patterns may be shown when the distance between the two vehicles 4 approaches the possibility of collision.

Further, in the fifth embodiment, the attribute information of the trajectory R is given to the mesh M, but the attribute information of the trajectory R may be given to the zone Z. Further, the attribute information of the trajectory R may be given to the mesh M and the zone Z, respectively.
Further, although the “obstacle” in the fifth embodiment has been described as “narrow track”, “closed track”, and “OOS track”, the construction in which the track R is not allowed to travel due to maintenance work of the traveling rail or the like. Information may be added.

Further, when a traffic signal is provided on the track R, this traffic signal is regarded as an “obstacle”, and the signal in the fifth embodiment is viewed from the system 1 of the present invention to the operators MA and MB. An alarm may be issued.
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 First Vehicle 4b Second 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)
15 Operation Support Monitor MA Control Operator MB Operation Operator M Mesh P Junction, intersection (point)
C1 Cross point R orbit

Claims (9)

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:
A plurality of Te divided orbit smell the mesh, the distance between two points mesh is recorded in advance as "orbit information D '
"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”, “trajectory information D”, and “vehicle information” calculated by the “vehicle position information detecting means”, the possibility that the first vehicle and the second vehicle collide with each other is determined. "Collision judgment means" to judge,
The possibility of a vehicle collision "collision determination means" is calculated, possess a "notification means" for notification as a warning to the operator involved in operation, and
The collision determination means includes
The distance between the first vehicle and the second vehicle obtained from the track information D and the vehicle position information is the “distance related to the vehicle” included in the vehicle information of the first vehicle, and the first If the distance is less than the sum of the “distance related to the vehicle” included in the vehicle information of the vehicle No. 2 and determined as “possibility of a frontal collision”
“Connection information L” in which a connection state between the one mesh and another mesh connected next to the one mesh is recorded;
“Oblique collision determination orbit information E” obtained by extracting only the information in which the connection state is “branched” or “join” from the orbit information D based on the connection information L. ,
In the collision determination means, the distance between the first vehicle and the second vehicle obtained from the oblique collision determination track information E and vehicle position information is included in the vehicle information of the first vehicle. And the “distance relating to the vehicle” included in the vehicle information of the second vehicle is equal to or less than the sum of the distances. Vehicle collision warning system.   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 collision according to claim 1 or 2, wherein the vehicle position information detection means is configured to detect the position of the vehicle using GPS and / or RFID provided in the vehicle. Warning system. In the trajectory information D, a branch point distance that is a distance from a branch point existing between one mesh and another mesh to the one mesh and the other mesh is recorded in advance.
The collision determination means includes
A branch point distance related to the first vehicle obtained from the track information D and the vehicle position information is equal to or less than a “distance related to the vehicle” included in the vehicle information of the first vehicle, and the track information D When the bifurcation point distance regarding the second vehicle obtained from the vehicle position information is equal to or less than the “distance regarding the vehicle” included in the vehicle information of the second vehicle, “the possibility of an oblique collision” vehicle collision warning system according to any one of claims 1 to 3, characterized in that to determine that. “Connection information L” in which a connection state between the one mesh and another mesh connected next to the one mesh is recorded;
Based on the connection information L, it is provided with "trajectory information F for end collision determination" obtained by extracting only information in which the connection state is "end" from the trajectory information D,
When the distance between the vehicle and the end point obtained from the end collision determination track information F and the vehicle position information is equal to or less than the “distance related to the vehicle” included in the vehicle information of the vehicle, the collision determination unit The vehicle collision warning system according to claim 1 , wherein it is determined that there is a possibility of a terminal collision. "Cross information C" in which information of a cross point that is a point where the trajectories intersect and a mesh connected to the cross point is recorded;
Based on the cross information C, it is provided with “cross collision determination trajectory information G” obtained by extracting only information corresponding to the mesh connected to the cross point from the trajectory information D,
In the collision determination means, the distance between the first vehicle and the second vehicle obtained from the cross collision determination track information G and vehicle position information is included in the vehicle information of the first vehicle. When the distance is equal to or less than the sum of the “distance relating to the vehicle” and the “distance relating to the vehicle” included in the vehicle information of the second vehicle, it is determined that there is a possibility of a cross collision. The vehicle collision warning system according to claim 5 . “Mesh information” in which attribute information of a mesh divided into a plurality of pieces on the trajectory is recorded;
Only the information having the attribute “obstacle” is extracted from the mesh information, and “trajectory information H for obstacle collision determination” created based on the extracted attribute information of the mesh M and the trajectory information D; With
The collision determination means includes a “distance related to the vehicle” in which the distance between the vehicle and the obstacle obtained from the obstacle collision determination track information H and the vehicle position information is included in the vehicle information of the vehicle. The vehicle collision warning system according to claim 6 , wherein “there is a possibility of an obstacle collision” is determined in the following cases. The vehicle collision warning system includes a computer,
The computer is provided with the vehicle position information detection means, the collision determination means, the notification means, and storage means in which the track information D and vehicle information are recorded in advance. The vehicle collision warning system according to any one of claims 1 to 7 . 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 8 , 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.