JP6932583B2 - Aviation light contact avoidance system and alert method - Google Patents

Description

The present invention relates to a technique for avoiding contact with an obstacle.

There is a technique for warning the operator of a means of transportation such as a vehicle when the approach of an obstacle is detected (Patent Document 1 etc.).

Japanese Unexamined Patent Publication No. 2000-304856

However, even if the fact of approaching an obstacle can be understood, it is not always possible to take evasive action accurately. For example, if you have to approach an obstacle to some extent, at night when it is difficult to see the surroundings, or if there are many restrictions on the detour route, the driver chooses an appropriate avoidance action. Becomes difficult.

An example of such a situation is the construction of a runway in an airport. This work is carried out by allowing work vehicles to enter the runway, and aviation lights such as guide lights are installed on and around the runway protruding from the road surface. Aviation lights can be damaged if they come into contact with work vehicles. Aviation lighting is a very important facility for safety, and contact should be avoided by any chance. However, there are times when you have to get close to the aviation lights to get the job done. In addition, the work is usually performed at night, and it is often difficult to find obstacles from the driver's seat depending on the structure of the vehicle. In such a situation, it is difficult for the driver to properly grasp the surrounding situation and select the avoidance action.

An object of the present invention is to prevent a work vehicle from coming into contact with an aviation light at an aircraft takeoff and landing site.

The present invention, in one embodiment, comprises a plurality of radio transmitters, respectively, provided near any of the four corners of a work vehicle or near a tire, and a plurality of radio transmitters that transmit a beacon signal, and the beacon, which is installed near an aviation light. When the signal is received, the signal processing unit wirelessly transmits the control signal corresponding to the beacon signal, and when the control signal is received, the driver of the work vehicle is informed that the aviation light is approaching and the aviation light. Provided is an obstacle contact avoidance system including an information processing terminal for notifying the driver of the work vehicle of information for supporting a driving operation for avoiding contact with.

According to the present invention, the possibility that the work vehicle comes into contact with the aviation light is reduced at the takeoff and landing site of the aircraft.

The figure which shows the outline around the runway in the airport. The figure which shows the working environment. The figure which shows the example of the wireless tag 110 attached to the vehicle 100. The figure which shows typically the information processing terminal 200 installed in a car. The figure which shows typically the positional relationship between the vehicle 100 and the guide light 900. The functional diagram of the obstacle contact avoidance system 500. The figure which shows the example of DB1. (A) is an example of DB2, and (b) is a diagram showing an example of DB3. The figure which shows the operation of the obstacle contact avoidance system 500. The figure which shows the screen example of the information processing terminal 200. The figure which shows the screen example of the information processing terminal 200. The figure which shows the screen example of the information processing terminal 200. The figure which shows the screen example of the information processing terminal 200. The figure which shows the screen example of the information processing terminal 200.

FIG. 1 shows an outline of a runway where the present invention is applied. The runway RW is an area set up for taxiing runways, guideways, and other aircraft.

The aviation light 990 is a facility for supporting the takeoff and landing of aircraft by the light, and includes the airfield light, and provides information such as the shape of the runway and the approach angle to the aircraft taking off and landing at the airport. In this example, aviation lights 990 are provided on both sides of the runway RW at regular intervals.

Generally, aviation lights are airfield lighthouses, auxiliary airfield lights, approach lights, approach angle indicator lights, turning lights, approach lighthouses, approach path indicator lights, runway lights, runway end lights, runway end auxiliary lights, runway. End identification light, ground zone light, runway distance light, overrun zone light, takeoff target light, emergency runway light, approach light, approach end light, stop line light, runway warning light, intermediate standby position light, Guidance guide lights, turning lights, parking position indicator lights, guide waterway lights, landing direction indicator lights, wind direction lights, directional signal lights, prohibited area lights, landing area lighting lights, boundary lights, water boundary lights, boundary guidance lights, water boundaries Includes guide lights, etc.

In short, aviation lights include anything that protrudes from the road surface and may come into contact with an approaching work vehicle (hereinafter simply referred to as a vehicle), regardless of its structure, shape, or function. In the following, for convenience of explanation, an guide light provided on or near the runway of an aircraft is assumed as an example of an aviation light that can be an obstacle.

FIG. 2 schematically shows an environment of work performed by the vehicle 100. The vehicle 100 is a vehicle for performing work in an area related to the takeoff and landing of an aircraft, such as on a runway. Work is, for example, ground improvement or pavement repair. In the example of the figure, the vehicle 100 is a mobile crane vehicle such as a unic vehicle (registered trademark), and excavation, injection of chemicals, etc. are performed using the crane. In the application target of the present invention, the type, use, function, work content, presence / absence and type of heavy machinery to be mounted on the vehicle 100 are not limited.

In such work, work hours (typically at night when there is no aircraft takeoff and landing) and work range are defined for each work day. The worker performs the work while moving the vehicle 100 equipped with heavy machinery and the like to a plurality of points. More specifically, the driver moves the vehicle 100 to a certain point, stops the vehicle 100 there, and performs a predetermined operation. When the work is completed, the vehicle 100 is moved to the next point and the same work is performed. By repeating the work and movement in this way, the ground improvement of the entire work range of the day is carried out. The work may be performed while moving the vehicle 100 without stopping it.

In any case, there is a possibility that the guide light 900 exists in or near the work range, and the driver is required to avoid the guide light 900 when traveling.

The LS in the figure is the landing zone, and in principle, the vehicle 100 is not allowed to enter. That is, the landing zone LS is a constraint on the track that the vehicle 100 can take. The TA conceptually indicates the boundary of the area that prohibits the approach of the vehicle 100 centered on the guide light 900, and is defined as, for example, a circle with a radius of 2 m centered on the guide light 900. It should be noted that the boundary TA does not have to directly correspond to the range in which the radio wave described later is reached.

One or more wireless tags 110 that transmit a beacon signal are attached to the vehicle 100. Preferably, it is provided at any of the four corners of the body of the vehicle 100, or in the vicinity of any of the tires. The beacon signal may include at least information that identifies itself, and the signal format and transmission control method do not matter.

The wireless tag 110 transmits at least radio waves for indicating its existence. The wireless tag 110 may be a so-called active type tag or a passive type tag. Preferably, the wireless tag 110 emits radio waves continuously or intermittently with its own power. The wireless tag 110 may, for example, have a GPS function and transmit information indicating its own position and orientation (posture) in addition to its own existence.

FIG. 3 shows an example of the mounting position of the wireless tag 110. In the figure, it is installed near the front wheel on the right side. When the vehicle 100 is a four-wheeled vehicle, a total of four vehicles are preferably provided, one in the vicinity of each wheel. Alternatively, it is attached to the left and right ends of the front end portion (for example, the front bumper) of the vehicle 100 and the left and right ends of the rear end portion (for example, the front bumper).

The reason why such a mounting position is preferable is that the guide light 900 is likely to be trampled by the tires of the vehicle 100 or come into contact with the edge of the vehicle body (typically a bumper). In short, it is preferable that the vicinity of a part where contact is likely to occur and a position that serves as a reference for taking avoidance actions. Therefore, for example, when the height of the guide light 900 from the ground is sufficiently lower than the bottom of the vehicle, it is only necessary to consider the possibility of contact with the tire, so it is rational to install the guide light 900 on the tire itself or in the vicinity of the tire. If the height of the guide light 900 from the ground is higher than the bottom of the vehicle, it is rational to install it at the edge or corner of the vehicle body. That is, the number and mounting positions of the wireless tags 110 can be set according to the size of the vehicle 100, maneuverability, visibility of the guide light 900 from the driver, and other situations.

Further, the method of fixing the wireless tag 110 is arbitrary. For example, the wireless tag 110 may be attached or adhered to the body or tire wheel of the vehicle 100, may be fixed using a structure at the bottom of the body and a binding member, or may be embedded in the body or tire. It doesn't matter how it is installed. Further, although it is preferable that the wireless tag 110 can be removed as needed, it may be permanently attached to the vehicle 100.

Returning to FIG. 2, a signal processing device 300 is installed in the vicinity of the guide light 900. For example, the signal processing device 300 is carried in by a worker before the start of work. The signal processing device 300 receives power from a power source (battery or generator) (not shown) and wirelessly communicates with the wireless tag 110 and the information processing terminal 200 described later. Specifically, the signal processing device 300 is a signal processing unit that wirelessly transmits a control signal corresponding to the beacon when the beacon transmitted from the wireless tag 110 is received. The function of the signal processing unit is realized by installing the software on a general-purpose personal computer.
Further, the signal processing device 300 has a wireless tag 110 and an antenna 390 for wirelessly communicating with the information processing terminal 200.

In the vicinity of the guide light 900, there is a bar 420 for connecting the pylon 400-1, pylon 400-2, pylon 400-3 and each pylon 400 by a worker to keep people away from the guide light 900. Further installed. A light 410 is attached to the head of each pylon 400. Since the light 410 is a light emitting body such as an LED light and is intended to notify the driver of the vehicle 100 and surrounding workers of the existence of the guide light 900, the position is at least higher than the height of the guide light 900. It is preferable to provide in.

The signal processing device 300 may be provided for each guide light 900, but only one signal processing device 300 may be installed for the plurality of guide lights 900. Even in this case, at least an antenna 390 is provided for each guide light 900 in order to detect the approach to all the guide lights 900 to be monitored.

Details will be described later, but the present invention is characterized in that the driver is notified of the existence of the guide light 900 via the information processing terminal 200 by using wireless communication. The provision of the pylon 400, the light 410, and the bar 420 as shown in FIG. 2 is intended to have an effect of further alerting the driver by visual inspection. That is, at least one of the pylon 400, the light 410, and the bar 420 may be omitted in the system of the present invention.

The information processing terminal 200 is a wearable mobile terminal such as a tablet terminal, a mobile phone, or a wristwatch type, which is used by the driver of the vehicle 100. The information processing terminal 200 performs wireless communication with the signal processing device 300 and notifies the driver of information for supporting driving.

FIG. 4 shows an example of a situation in which the information processing terminal 200 is used in the vehicle of the vehicle 100. In this example, the information processing terminal 200 is installed at a position such as a dashboard that is easy for the driver to see so that the screen of the information processing terminal 200 faces the driver. The driver drives the vehicle 100 while avoiding the guide light 900 with reference to the information provided from the information processing terminal 200.

The installation mode of the information processing terminal 200 is not limited to this example. For example, the information processing terminal 200 may be placed in the passenger seat. Further, when the information is provided only by voice, the information processing terminal 200 may be placed in a position invisible to the driver.

FIG. 5 schematically shows an example of the positional relationship between the vehicle 100 being worked on and each guide light 900. The signal processing device 300, the pylon 400, the light 410, and the bar 420 are discarded. The runway RW includes the runway centerline and is an area where aircraft are expected to travel. The shoulder SH is an area provided outside the runway RW, where the guide lights 900 are installed, and where the aircraft is not expected to travel. The landing zone LS is provided on the outside of the shoulder SH and is typically unpaved land such as green space. The vehicle 100 travels on either the paved runway RW or the shoulder SH, but generally has a restriction that the landing zone LS cannot travel.

In the example shown in the figure, when moving to the next work point, the guide light 900-2 is located near the left side of the driver, so the next work point is near the guide light 900-3. Even in some cases, you should avoid turning left. However, if you turn right and try to avoid it, there is a possibility of contact with the guide light 900-1, so it is hard to say that this avoidance action is optimal. In this situation, it is preferable to first move straight back, keep a sufficient distance from the guide lights 900-2, and then turn the steering wheel to the left.

However, due to the nature of the vehicle 100, it is often difficult for the driver to see an obstacle that is located near the vehicle 100 and slightly protrudes from the road surface (typically about 10 to 20 cm), and at night. In a situation where it is necessary to complete the work in a limited time and the work environment is a wide runway where it is difficult to maintain a sense of direction, which is a restriction peculiar to work in the airport, accurate avoidance action only by visual inspection Is difficult to determine. Further, if only the fact of approaching the guide light 900 is notified, the driver may be too impatient to select an inappropriate avoidance action as described above. The purpose of this embodiment is to support the driver to take appropriate avoidance behavior even in such a situation.

FIG. 6 shows the function of the obstacle contact avoidance system 500. The obstacle contact avoidance system 500 includes one or more wireless tags 110, an information processing terminal 200, and a signal processing device 300. In this example, an example in which wireless tags 110-1 to 110-4 are attached to one vehicle 100 is shown.

The signal processing device 300 includes a communication unit 310, a determination unit 330, an illuminance sensor 340, and a storage unit 320.

The communication unit 310 is realized by a wireless signal processing circuit, an antenna, or the like, and includes a first communication unit 311 and a second communication unit 312. The first communication unit 311 supplies the beacon received from the wireless tag 110 to the determination unit 330. The second communication unit 312 wirelessly transmits the information generated by the determination unit 330 to the information processing terminal 200 via the antenna 390. The communication standards adopted by the first communication unit 311 and the second communication unit 312 may be the same or different. For example, the first communication unit 311 adopts the RFID standard defined by ISO / IEC, and the second communication unit 312 adopts Bluetooth (registered trademark).

The illuminance sensor 340 is an illuminance sensor that measures the brightness of the surroundings. The measured data is supplied to the determination unit 330. The ambient brightness preferably represents the ambient brightness as seen by the driver. Therefore, it is preferable that the illuminance sensor 340 is installed at a point where the brightness of the entire working environment can be measured more accurately. For example, when the illuminance sensor 340 is provided in the vicinity of the light 410, the guide light 900, or other light sources existing in the working range, the influence of the light source may be corrected on the detected data. The illuminance sensor 340 may not be provided in the signal processing device 300, but may be incorporated in the information processing terminal 200.

The storage unit 320 is a storage device such as a semiconductor memory or a hard disk, and stores DB1 to DB3 in addition to a program for realizing various functions of the signal processing device 300 described later. In addition, the storage unit 320 stores information about conditions that restrict the running of the vehicle 100 other than the guide light 900, such as the position of the landing zone LS, and is read out by the determination unit 330 as necessary. May be good. In this case, the information acquired by the illuminance sensor may be transmitted from the information processing terminal 200 to the signal processing device 300.

FIG. 7 shows an example of data stored in DB1. The tag ID, vehicle number, and tag position are stored in the DB1 in association with each other. The vehicle number is information that uniquely identifies each guide light 900. The position indicates the position of the vehicle 100 where the wireless tag 110 is attached. In the example of the figure, it means that a total of four wireless tags 110 are attached to the guide light 900 specified by "123" in the vicinity of the tire. The tag position may be expressed using the parts constituting the attached vehicle, or the coordinates or direction (for example, front / rear / left / with respect to the direction of the vehicle) with reference to the center of the vehicle or the like. It may be expressed as (whether it is set to any of the right).

FIG. 8A shows an example of data stored in DB2. In DB2, the distance and the warning stage to be set are stored in association with each other. The distance threshold value is an index showing the degree of proximity between the vehicle 100 and the guide light 900. The warning level is a numerical value indicating information related to the content and timing of the warning, such as the risk of contact, the urgency of taking avoidance action, and the strength of the warning to be given to the driver. In the example of the figure, it means that the warning level 3 is set when the distance approaches within 0.5 m. The correspondence with the number of warning stages and distance shown in the figure is only an example.

FIG. 8B shows an example of data stored in DB3. The illuminance and the warning level adjustment are stored in the DB3 in association with each other. Illuminance is an index of brightness (or darkness) of the working environment (preferably perceived by the driver). The definition and unit of brightness are arbitrary. The warning level adjustment indicates the adjustment content for the warning level according to the brightness. In the example in the figure, the measured illuminance can be set to standard night brightness, standard early morning or evening brightness, standard daytime cloudy brightness, or general daytime standard. The amount of adjustment of the warning level according to each brightness classification is stored. For example, when the brightness classification corresponds to "nighttime", it means that the correction that raises the warning level by two steps should be performed.

Returning to FIG. 6, when the determination unit 330 is implemented as one or more processors, determines the degree of approach between the vehicle 100 and the guide light 900 based on the received one or more beacon signals, and satisfies a predetermined condition. , Generates a control signal to be provided to the information processing terminal 200 associated with the one or more beacon signals. The control signal includes at least the fact that the guide light 900 is close to the guide light 900 and information that supports the driving operation for avoiding contact with the guide light 900 (hereinafter referred to as "support information").

In one embodiment, the support information includes information indicating that the distance from the vehicle 100 to the guide light 900 is within a predetermined value and the direction of the guide light 900 with respect to the direction of the vehicle 100.
When the determination unit 330 determines that there are a plurality of guide lights 900 close to the vehicle 100, the support information includes guidance determined based on the positional relationship of the plurality of guide lights 900 with respect to the vehicle 100. Information indicating the course to be taken by the light 900 (expressing the direction to be traveled in chronological order) may be included.

Specifically, the determination unit 330 first refers to the DB 1, and from the ID included in the received beacon, the information processing terminal 200 associated with the beacon and the wireless tag 110 that emits the beacon are attached. Identify the location. Here, when beacons are received from a plurality of wireless tags 110 associated with the same vehicle, the strength of each beacon is specified. The intensity to be specified may be an absolute value, a relative value from a predetermined reference value, or a value that reflects the distance from the transmission point to the reception point of each beacon.
The distance and direction from the guide light 900 to each radio tag 110 are calculated based on the specified mounting position and the intensity of the received signal (amplitude: including the case where the intensity is zero).

Next, the determination unit 330 refers to DB2 and determines the necessity of warning and the warning level corresponding to the calculated distance. For example, if the calculated distance is 0.7 m, a warning is required and the warning level is determined to be 2. If the calculated distance is 2 m or more, it is determined that the corresponding warning level is not set (that is, no warning is required).

When the determination unit 330 determines that a warning is necessary, the determination unit 330 generates a control signal for transmission to the information processing terminal 200 corresponding to the received beacon. The control signal includes the identifier of the information processing terminal 200, which is the destination.

The support information includes, for example, the direction in which the guide light 900 is located (for example, "vehicle 100" based on the current direction of the vehicle 100 (usually, which coincides with the direction in which the driver is facing the front in the driving operation). The information "left rear of the vehicle") and information that assists the driving operation for avoiding the guide light 900 are included.

The support information may indicate a course (route) as well as information expressed as a direction or a distance. Alternatively, operations to be performed in order to concretely realize the avoidance action (handle operation (direction and degree of turning the handle, timing), shift operation (normal gear / back gear), operation for acceleration or deceleration (accelerator /) It may include information about (brake operation), etc.).

The information indicating the degree of proximity between the guide light 900 and the vehicle 100 may be the distance value itself, or may be expressed as a preset division according to the distance and the degree of danger.

The determination unit 330 has one of the presence / absence of generation of the control signal, the content of the control signal, and the transmission timing of the control signal based on the number of times the beacon is received within the predetermined period or the time change of the intensity received within the predetermined period. One or more may be determined.

When the transmission timing is determined according to the calculated distance, for example, when the distance is within 0.5 m, the control signal is immediately generated (that is, without delay) and transmitted. On the other hand, when the distance is 0.5 to 2 m, the generation and / or transmission of the control signal is suspended, and the control signal is transmitted after the predetermined conditions are satisfied. Specifically, the reception intensity of the beacon is monitored for a certain period of time, and the transmission timing of the control signal is determined based on the time change of the calculated distance. For example, if it is determined that the positional relationship between the vehicle 100 and the guide light 900 does not change for 5 seconds or more, it is estimated that there is a high risk of collision, so a control signal is transmitted.

In addition, the determination unit 330 determines the brightness acquired by the illuminance sensor 340, the timing at which the notification to the driver is executed, and at least one of the contents of the notification based on the measured brightness. You may.

When controlling the content of the notification based on the brightness, the warning level is corrected with reference to DB3. For example, if the distance is 0.7 m and the brightness classification is "early morning / evening", the warning level is corrected to 3.

When controlling the notification timing based on the brightness, when determining the transmission timing of the control signal based on the distance, for example, the brighter the delay amount of the transmission timing, the larger the delay amount of the transmission timing (the timing of executing the transmission is delayed). To set).

Controlling the timing of control signals based on brightness in this way generally warns that the darker the working environment, the harder it is for the driver to notice the presence of the guide light 900 and the greater the risk of contact. It seems reasonable to raise the need, urgency, or level (strength of warning) of.

Although the figure shows an example in which one vehicle 100 is to be monitored (in other words, one driver supports the avoidance behavior), the signal processing device 300 is a plurality of vehicles 100. May be monitored. This is because it is not uncommon to work with multiple vehicles at the same time. In this case, the obstacle contact avoidance system 500 has a number of information processing terminals 200 corresponding to the number of vehicles 100. The signal processing device 300 may be provided for each guide light 900 to be monitored, and each signal processing device 300 may operate independently. Alternatively, at least the same number of first communication units 311 including the antenna 390 for determining the proximity to each guide light 900 are provided as the number of guide lights 900, while all of the storage unit 320, the determination unit 330, and the illuminance sensor 340 or Only one may be provided in some cases.

The information processing terminal 200 includes a receiving unit 210, an input unit 220, a control unit 250, a posture detection sensor 230, a storage unit 240, and a notification unit 260.

The storage unit 240 is a storage means such as a semiconductor memory, and stores an application program for realizing the function of the information processing terminal 200 and an identifier of the information processing terminal 200 corresponding to the own device, and also stores the identifier of the information processing terminal 200 of each wireless tag 110. Information about the mounting position can be stored. The driver of the information processing terminal 200 registers the vehicle 100 he / she drives in the information processing terminal 200 before performing the work.

The input unit 220 is an input device such as a touch panel, and can be used to register information on the wireless tag 110 to be associated with the vehicle 100 and identification information on the information processing terminal 200.

The receiving unit 210 is realized by an antenna and a signal processing circuit, and receives a control signal from the signal processing device 300 according to a predetermined communication standard. The received control signal is sequentially supplied to the control unit 250. In addition, the receiving unit 210 can transmit information regarding the mounting position of the wireless tag 110 to the signal processing device 300.

The control unit 250 is implemented as one or more processors, and outputs an image display command and / or an audio signal output command to the notification unit 260 based on the support information included in the control signal received from the signal processing device 300. Preferably, the control unit 250 updates the display screen by supplying a command for determining the control signal to the notification unit 260 each time the control signal is received.

The attitude detection sensor 230 detects the attitude (orientation) of the information processing terminal 200, such as an acceleration sensor or a geomagnetic sensor. More specifically, the posture detection sensor 230 determines the orientation of the information processing terminal 200 based on at least the orientation of the vehicle 100 (or the orientation of the driver). This is to display the current orientation of the vehicle 100 corresponding to the posture of the installed information processing terminal 200. For example, when the information processing terminal 200 is installed so that the screen of the information processing terminal 200 faces the driver, the upper direction of the screen corresponds to the "front" direction of the vehicle 100, and the lower direction of the screen corresponds to the vehicle 100. It was decided that the right direction of the screen corresponds to the "right" direction of the vehicle 100, and the left direction of the screen corresponds to the "right" direction of the vehicle 100. It can be displayed on the screen. In this way, the driver can be presented with the direction of avoidance regardless of the posture of the information processing terminal 200.

The information about the determined posture is used when the control unit 250 generates an image display command. In a preferred embodiment, the control unit 250 displays the content and display of the object to be displayed so that the driver who sees the screen of the information processing terminal 200 can intuitively understand the current orientation of the vehicle and the positional relationship with the guide light 900. Determine the position.
In addition, when the orientation is not constant in the usage state like a wearable device, the orientation defined on the screen and the actual orientation of the vehicle 100 do not necessarily correspond to each other. In short, warnings and support information may be provided via the control unit 250.

The notification unit 260 includes a display unit 261 and a sound emitting unit 262, and gives a warning to the driver and provides support information visually and / or audibly under the instruction of the control unit 250.

The display unit 261 is composed of a liquid crystal screen, a drawing processing processor, and the like, and displays a warning message and support information. In a preferred embodiment, the display unit 261 draws a plurality of display areas in the display screen corresponding to the positions where the plurality of wireless tags 110 are attached, and corresponds to the direction in which the guide light 900 is located with reference to the vehicle 100. Display one or more display areas so that they can be distinguished from other areas.

The sound emitting unit 262 is realized by a speaker, a voice processing circuit, or the like, and provides warnings and support information by voice.

The sound emitting unit 262 may be omitted. In addition, notification processing including provision of warnings and support information may be performed by a method other than images, videos, and sounds. For example, in the case of a device in which the information processing terminal 200 is attached to the driver, the notification unit 260 includes a motor and a light emitting element, and notifies the driver by vibration or light emission.

FIG. 9 shows an operation example of the obstacle contact avoidance system 500. A driver, a worker engaged in the work, or the like attaches the wireless tag 110 to the vehicle 100, and registers the information of the attached wireless tag 110 in the signal processing device 300 by a predetermined method (S102).
The wireless tag 110 is activated, and the vehicle 100 moves to the work point while transmitting the beacon (S103). When the signal processing device 300 receives the beacon (S103), the signal processing device 300 determines the proximity based on the one or more received beacons (S104).
The signal processing device 300 generates a control signal based on the determination result, and wirelessly transmits the generated control signal to the information processing terminal 200 associated with the beacon as a transmission destination (S105).
When the information processing terminal 200 receives the control signal addressed to its own terminal, it notifies the driver of the information based on the control signal via the notification unit 260 (S106). The driver can operate the steering wheel, the accelerator, etc. by recognizing the direction in which the vehicle 100 should proceed and the direction in which attention should be paid, while referring to the content of the notification. Operations to be executed in order to concretely realize the avoidance action in the notification content (handle operation (direction of turning the handle, degree of turning, timing), shift operation (normal gear / back gear), operation for acceleration or deceleration (accelerator) / Brake operation), etc.), the vehicle 100 is operated according to the information to drive the vehicle.

Hereinafter, an example of information notified to the driver will be described. FIG. 10 shows an example of a screen displayed when the application program is started in the information processing terminal 200. In this state, it is assumed that the vehicle 100 is not close to the guide light 900.

In this example, the object OB20 indicating the position of the vehicle 100 is displayed in the center of the screen. The object OB10 represents an orientation with respect to the orientation of the vehicle 100. In this example, four directions of "front", "rear", "left", and "right" are shown as the orientation reference of the vehicle 100 (in other words, with respect to the direction in which the driver is facing). Here, it is assumed that the driver's cab faces the front of the vehicle 100 and the information processing terminal 200 is installed at a position substantially facing the driver.

In this way, if the orientation of the vehicle 100 (or the driver) and the orientation of the screen in the installed state are displayed so as to match, the driver can more intuitively understand the positional relationship with the guide light 900. ..

On the same screen, areas R1 to R4 corresponding to the display screen divided into four are displayed. In other words, the regions R1 to R4 correspond to the first to fourth quadrants in the two-dimensional coordinates. For example, the area R1 means the area on the right front side when viewed from the driver. The method of dividing the screen and the shape of the area are merely examples.

11 (a) and 11 (b) show an example of a screen displayed when the vehicle 100 travels and approaches the guide light 900.
The example of (a) is displayed when the vehicle 100 approaches the guide light 900 while advancing with respect to the guide light 900, and as a result, the guide light 900 is located in front of the left side of the vehicle 100. This is an example of being done. In this situation, as shown in the figure, the area R2 indicates that the object OB1 warning that the guide light 900 is approaching is displayed in the center of the screen and the guide light 900 is located in the front left. Is displayed in a mode (color, pattern, blinking pattern, animation, etc.) different from that of other areas, and an object OB2 indicating prohibition of traveling to the left front is displayed. The driver who sees this screen can understand that he / she should take a course in a direction other than the left front.

The example of (b) is an example of a screen displayed when the guide light 900 is approaching directly in front of the vehicle 100. As shown in the figure, in addition to the object OB1, the display mode of the areas R1 and R2 is changed in the same manner on the screen to indicate that the guide light 900 is located directly in front of the vehicle 100. The driver who sees this screen can easily understand that the guide light 900 is approaching directly in front of the vehicle 100.

Even if the approaching guide lights 900 belong to one area or direction, a plurality of areas (directions) to be avoided may be notified as in the example of (b). For example, when the signal processing device 300 determines that the appropriate avoidance direction is the left rear or the right rear by using the information about the constraint condition of the traveling route that is grasped in advance, the direction to be avoided is the operation. This is because it is not necessary to notify the direction of the guide light if it is transmitted to the person.

As described above, the screen displayed on the information processing terminal 200 is updated to reflect the control signals sequentially received by the information processing terminal 200. Therefore, when the vehicle 100 travels by the driver's operation and moves away from the guide light 900 by a predetermined distance or more, the screen shown in FIG. 10 indicating that the vehicle 100 is not close to the guide light 900 is displayed.

FIG. 12 shows another screen example.
In this example, the regions R3 and R2 are displayed in a mode different from the normal state (regions R1 and R4), and the difference in warning level corresponding to the direction (region) is reflected, and the regions R2 and the region are reflected. The display mode is different from that of R3. Specifically, in the situation where the distance to the guide light 900 is closest to the wireless tag 110 attached to the left rear, and the next closest is the wireless tag 110 attached to the left front, the warning level 3 is applied to the left rear. Is given, and the left front is the case where the information processing terminal 200 receives the control information to which the warning level 2 is given. In the information processing terminal 200, as an example of the drawing process corresponding to the warning level, the drawing process of filling the area with the shade corresponding to the warning level is performed.

In this way, by displaying a plurality of areas and notifying the relative danger level to one approaching guide light 900, the surrounding situation can be communicated in more detail, whereby the driver can perform an accurate avoidance action. Prompt to. That is, the driver can intuitively determine that the left side of the vehicle is generally dangerous, but the rear left side is particularly dangerous, so it is most preferable to take the course forward on the right side.

FIG. 13 shows another screen example. This example is displayed when the guide lights 900 are located on the left rear side and the right front side of the vehicle 100, respectively. As shown in the figure, in addition to the difference in the display mode, the degree of approach to each guide light 900 is objectively explained by the objects OB2, the object OB3, and the object OB4, so that the driver can move to the left front. Or you can understand that you should take a course to the right rear.

FIG. 14 shows another screen example. This example is an example of a method of notifying the direction to be traveled by a method other than the method of dividing the screen shown in FIGS. 10 to 13. In this example, the position of the guide light 900 is explained in characters by displaying the object OB5, and the recommended course is presented by the object OB6. In this way, the driver can concretely imagine the track to be taken by continuously presenting not only the optimum avoidance direction at the present time but also the direction from the present time to the future.
In this case, the display unit 261 may execute the above explanation by using voice by executing the voice synthesis process in addition to the character display or instead of the character display.

According to the above embodiment, the fact of proximity to the guide light 900 and the method of avoiding it are intuitively shown to the driver, so that the working time zone is limited to night and the guide light 900 is located near the work area. Even in situations where it is difficult to avoid the guide light 900 only by visual inspection, such as the fact that it can exist and the wide runway where it is difficult to maintain a sense of direction is the work place, the driver selects an appropriate avoidance action. can do.
Furthermore, by changing the presence / absence and content of warnings according to the degree of proximity and the brightness of the surroundings, notifications that reflect specific situations such as the necessity of warnings, the degree of danger, and the urgency of avoidance actions are reflected. It can be performed. As a result, for example, as a result of giving a warning unnecessarily with a safety margin, the credibility of the warning is lost, and the driver becomes accustomed to the warning or the warning is ignored. be able to.
Further, in the method of the present invention, a wireless tag may be attached to an existing vehicle and an antenna may be set in the vicinity of the guide light 900 that needs to be monitored, so that the system can be constructed at low cost.

<Other Examples>
The present invention is also applicable to work environments other than airports. Further, the present invention can be applied to obstacles to be monitored other than those protruding from the road surface such as aviation lights.

The mode of notification described above is an example. Any method may be used that is directly or indirectly perceived by the driver in at least one of the driver's five senses, such as characters, images, sounds, lights, vibrations, and odors.

In the above embodiment, the calculation of the degree of proximity to the guide light 900, the determination of the direction of the guide light 900, and the generation of information on the avoidance action were all executed by the signal processing device 300. A part may be executed by the information processing terminal 200. For example, a device having the function of the communication unit 310 is installed in the vicinity of each guide light 900, and at least one of the functions of the determination unit 330, the storage unit 320, and the illuminance sensor 340 is provided in the information processing terminal 200.
In short, in the system of the present invention, when one or more radio transmitters provided in a work vehicle each transmit a beacon and a signal processing unit installed in the vicinity of an aviation light receives the beacon. , The step of wirelessly transmitting the control signal corresponding to the beacon signal, and when the control signal is received, the driver of the work vehicle is informed that he / she is approaching the aviation light and avoids contact with the aviation light. It suffices to carry out a step of notifying information that assists the driving operation.

100 ... vehicle, 110 ... wireless tag, 900 ... aviation lighting, 200 ... information processing terminal, 210 ... receiver, 220 ... input, 230 ... attitude detection sensor, 240 ... storage unit, 250 ... control unit, 260 ... notification unit, 261 ... display unit, 262 ... sound emitting unit, 300 ... signal processing device, 390 ... antenna, 500 ... Obstacle contact avoidance system, 400 ... Pylon, 410 ... Light, 420 ... Bar 420, 320 ... Storage unit, 330 ... Judgment unit, 310 ... Communication unit, 311 ... 1st communication unit, 312 ... 2nd communication unit, 340 ... Illumination sensor, RW ... Runway, LS ... Landing zone.

Claims (7)

A plurality of radio transmitters, each of which is installed at one of the four corners of the work vehicle or near the tires, and transmits a beacon signal.
A signal processing unit installed near an aviation light that wirelessly transmits a control signal corresponding to the beacon signal when the beacon signal is received.
Upon receiving the control signal, the driver of the work vehicle is informed that the driver of the work vehicle is approaching the aviation light and information that assists the driving operation for avoiding contact with the aviation light. An obstacle contact avoidance system with an information processing terminal that notifies the driver. The information includes information indicating the relative position of the aviation light with respect to the work vehicle.
The obstacle contact avoidance system according to claim 1. The information processing terminal is a mobile terminal provided with a display screen, and is located at the relative position of a plurality of display areas set in the display screen corresponding to the position where the plurality of wireless transmitters are provided. The obstacle contact avoidance system according to claim 2, wherein the corresponding display area of any one or more is shown. The signal processing unit includes a receiving antenna installed in the vicinity of each of the plurality of aviation lights.
When the work vehicle is close to a plurality of aviation lights, the information processing terminal uses the work vehicle based on the positional relationship of the approaching aviation lights with respect to the work vehicle. Notify the course of
The obstacle contact avoidance system according to any one of claims 1 to 3. The obstacle contact avoidance system according to any one of claims 1 to 4, wherein the information processing terminal notifies the driver by using voice. It also has an illuminance sensor that measures the brightness of the surroundings.
The timing at which the notification to the driver is executed and at least one of the contents of the notification are determined based on the measured brightness.
The obstacle contact avoidance system according to any one of claims 1 to 5. A step in which a plurality of wireless transmitters provided at any of the four corners of the work vehicle or near the tires transmit a beacon signal, respectively.
When the signal processing unit installed in the vicinity of the aviation light receives the beacon signal, the step of wirelessly transmitting the control signal corresponding to the beacon signal, and
When the information processing terminal receives the control signal, it notifies the driver of the work vehicle of the fact that it is approaching the aviation light and information supporting the driving operation for avoiding contact with the aviation light. A vigilance method that has steps to do.

Images