WO2016199941A1 - 車載装置、車両衝突防止方法 - Google Patents
車載装置、車両衝突防止方法 Download PDFInfo
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- WO2016199941A1 WO2016199941A1 PCT/JP2016/067580 JP2016067580W WO2016199941A1 WO 2016199941 A1 WO2016199941 A1 WO 2016199941A1 JP 2016067580 W JP2016067580 W JP 2016067580W WO 2016199941 A1 WO2016199941 A1 WO 2016199941A1
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- 238000000034 method Methods 0.000 title claims description 175
- 230000002265 prevention Effects 0.000 title claims description 12
- 238000004891 communication Methods 0.000 claims abstract description 52
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- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 description 10
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- 230000006870 function Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 238000005065 mining Methods 0.000 description 2
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-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/161—Decentralised systems, e.g. inter-vehicle communication
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/40—Business processes related to the transportation industry
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/161—Decentralised systems, e.g. inter-vehicle communication
- G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/44—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for communication between vehicles and infrastructures, e.g. vehicle-to-cloud [V2C] or vehicle-to-home [V2H]
Definitions
- the present invention relates to an in-vehicle device and a vehicle collision prevention method.
- Patent Document 1 describes a device that prevents collision by acquiring position information of another vehicle by wireless communication and issuing a warning when an approach to the host vehicle is detected.
- Patent Document 2 describes that the shape and size of a safety area set for each vehicle for safety control is changed according to the position and speed of each vehicle.
- the present invention has been made in view of the problems in the prior art as described above.
- it is possible to prevent a collision accident between vehicles while suppressing adverse effects on the overall productivity.
- the in-vehicle device transmits the host vehicle information to the other vehicle by performing wireless communication between the host vehicle information acquisition unit that acquires host vehicle information including the position information of the host vehicle and the other vehicle. And a collision risk for determining a collision risk between the own vehicle and the other vehicle using a vehicle-to-vehicle communication unit that receives the other vehicle information including the position information of the other vehicle from the other vehicle, and a predetermined determination algorithm.
- the collision risk determination unit sets the priority of the host vehicle and the priority of the other vehicle based on work being performed by the host vehicle and the other vehicle, respectively, The determination algorithm is changed based on the priority of the vehicle and the priority of the other vehicle.
- the vehicle collision prevention method acquires host vehicle information including position information of the host vehicle, wirelessly communicates with another vehicle, and transmits the host vehicle information to the other vehicle.
- the other vehicle information including the position information of the other vehicle is received from the other vehicle, and the priority of the own vehicle and the priority of the other vehicle are set based on the work being performed by the own vehicle and the other vehicle, respectively.
- a determination algorithm for determining a collision risk between the host vehicle and the other vehicle is changed, and the changed determination algorithm is used.
- a collision risk between the host vehicle and the other vehicle is determined by a computer, thereby preventing a collision between the host vehicle and the other vehicle.
- FIG. 1 is a diagram illustrating a configuration of a safe driving support system including a safe driving support device that is an application example of the in-vehicle device according to the first embodiment of the present invention.
- the safe driving support system shown in FIG. 1 includes an in-vehicle device mounted on each of the vehicles 110, 120, and 130 and an operation management center 140.
- Vehicles 110, 120, and 130 are vehicles used at mines and the like.
- the vehicles 110 and 120 are heavy machines that are each managed by the operation management center 140.
- the vehicle 110 is a dump truck and the vehicle 120 is an excavator.
- the vehicle 130 is a light vehicle other than a heavy machine whose operation is not managed.
- FIG. 1 shows an example of a safe driving support system in which in-vehicle devices are respectively mounted on three vehicles 110, 120, and 130. However, in-vehicle devices are mounted on a smaller number or more vehicles, respectively. And you may comprise the safe driving assistance system by this embodiment.
- the safe driving support system according to the present embodiment may include vehicles other than those shown in FIG. 1, such as a wheel loader and a grader.
- the in-vehicle devices mounted on the vehicles 110 and 120 each include a safe driving support device 101, an operation management terminal 102, an operator user interface (I / F) 103, and a vehicle control system 104.
- the in-vehicle device mounted on the vehicle 130 includes a safe driving support device 101 and an operator user I / F 103.
- the operation management terminal 102 and the vehicle control system 104 are not provided.
- Each of these devices mounted on each in-vehicle device is connected to each other via a network or individually.
- the operation management terminal 102 and the safe driving support device 101 are separate devices, but these functions may be combined into one device.
- the safe driving support device 101 exchanges information about the vehicle on which each is mounted by performing wireless inter-vehicle communication.
- the safe driving support device 101 acquires the operation management information related to the operation management state of the own vehicle from the operation management terminal 102, and the control state of the own vehicle from the vehicle control system 104. Get control information about. Based on these pieces of information, information on other vehicles acquired by inter-vehicle communication, and position information on the own vehicle, the safe driving support apparatus 101 determines the risk of collision with other vehicles.
- the safe driving support apparatus 101 determines the risk of a collision with another vehicle based on the information on the other vehicle and the position information on the host vehicle acquired by inter-vehicle communication. As a result, if it is determined that there is a risk of a collision with another vehicle, a warning is output to the operators of the vehicles 110 and 120 via the operator user I / F 103.
- the safe driving support apparatus 101 may be mounted as an in-vehicle device. In this case, the safe driving support apparatus 101 has only a function of transmitting information on the own vehicle to other vehicles by inter-vehicle communication, and does not perform a determination of a collision risk with another vehicle or a warning to an operator. Good.
- the operation management terminal 102 communicates wirelessly with the operation management center 140 to notify the operation management center 140 of the work state of the host vehicle at predetermined intervals, and work transmitted from the operation management center 140. Receive instructions.
- the operation management terminal 102 stores operation management information related to the operation management state of the host vehicle, and outputs the operation management information to the safe driving support apparatus 101.
- the operator user I / F 103 Based on the warning information output from the safe driving support device 101, the operator user I / F 103 issues a warning regarding another vehicle that may collide with the own vehicle to the operator of the own vehicle.
- the operator user I / F 103 can issue a warning regarding other vehicles by, for example, sounding a buzzer, turning on a lamp, or displaying a warning screen.
- the vehicle control system 104 outputs information related to the state of the host vehicle to the safe driving support device 101. Also, when a control signal for collision avoidance output from the safe driving support device 101 is received, traveling control for collision avoidance is performed by controlling the brake and steering of the host vehicle based on the control signal. To do.
- FIG. 2 is a diagram showing the configuration of the safe driving support apparatus 101.
- the safe driving support apparatus 101 includes an inter-vehicle communication unit 201, a host vehicle information acquisition unit 202, an operator notification unit 203, a host vehicle / other vehicle information management unit 204, a work mode determination unit 205, a collision risk determination unit 206, and a control signal generation.
- a unit 207 is provided.
- the inter-vehicle communication unit 201 has a function of performing inter-vehicle communication, which is direct wireless communication not via a relay station, with another vehicle. By this wireless communication, the inter-vehicle communication unit 201 transmits information related to the own vehicle (hereinafter referred to as “own vehicle information”) to the other vehicle and information related to the other vehicle (hereinafter referred to as “other vehicle information”). Is received from other vehicles.
- own vehicle information information related to the own vehicle
- other vehicle information information related to the other vehicle
- the own vehicle information acquisition unit 202 acquires the own vehicle information and outputs it to the own vehicle / other vehicle information management unit 204.
- the own vehicle information acquired by the own vehicle information acquisition unit 202 includes position information of the own vehicle output from a device for capturing the position of the own vehicle, for example, a GPS (Global Positioning System) receiver.
- a device for capturing the position of the own vehicle for example, a GPS (Global Positioning System) receiver.
- a GPS Global Positioning System
- the own vehicle operation management information output from the management terminal 102 can also be included in the own vehicle information acquired by the own vehicle information acquisition unit 202.
- the operation management information of the own vehicle is “conveying”, “loading”, “unloading” Such information is acquired. Further, as information related to the state of the host vehicle, information such as “loading” and “not loaded” is acquired based on suspension pressure information.
- the own vehicle / other vehicle information management unit 204 has a vehicle information management table 210, and stores and manages the own vehicle information acquired by the own vehicle information acquisition unit 202 in the vehicle information management table 210.
- the own vehicle information stored in the vehicle information management table 210 is output from the own vehicle / other vehicle information management unit 204 to the inter-vehicle communication unit 201 and transmitted from the inter-vehicle communication unit 201 to the other vehicle.
- the other vehicle information received by the vehicle-to-vehicle communication unit 201 is output from the vehicle-to-vehicle communication unit 201 to the host vehicle / other vehicle information management unit 204.
- the own vehicle / other vehicle information management unit 204 stores and manages other vehicle information in the vehicle information management table 210.
- the own vehicle information and other vehicle information stored in the vehicle information management table 210 are output from the own vehicle / other vehicle information management unit 204 to the work mode determination unit 205 and the collision risk determination unit 206 as necessary.
- the work mode determination unit 205 estimates the work being performed by the own vehicle and the other vehicle, and responds to the work. Determine the working mode.
- the work mode determination unit 205 has a work mode management table 211, and stores and manages the determination result of the work mode of each vehicle in the work mode management table 211.
- the work mode determination result of each vehicle stored in the work mode management table 211 is output from the work mode determination unit 205 to the own vehicle / other vehicle information management unit 204 and stored in the vehicle information management table 210. Used for updating vehicle information and other vehicle information.
- the determination history of the past work mode of each vehicle may be stored in the work mode management table 211, and this determination history may be used for determination of the current work mode.
- the collision risk determination unit 206 has a priority management table 212 that stores information on priorities set for various work modes for various vehicles.
- the collision risk determination unit 206 determines a collision risk between the host vehicle and the other vehicle based on the host vehicle information and the other vehicle information output from the host vehicle / other vehicle information management unit 204. For example, the collision risk determination unit 206 determines that there is a collision risk when the relative distance of the other vehicle to the host vehicle is within a certain distance. As a result, when it is determined that there is a collision risk, the collision risk determination unit 206 notifies the operator notification unit 203 and the control signal generation unit 207 of the determination result.
- the collision risk determination unit 206 determines the priorities of the host vehicle and the other vehicle based on the priority information stored in the priority management table 212. And the priority of the own vehicle and another vehicle is compared, and the algorithm of risk determination is changed based on the comparison result. This point will be described in detail later.
- the operator notification unit 203 outputs warning information regarding another vehicle determined to have a collision risk with the own vehicle to the operator user I / F 103 in FIG. 1 based on the notification from the collision risk determination unit 206.
- the operator user I / F 103 issues a warning to the operator of the host vehicle.
- the control signal generation unit 207 generates a control signal for performing traveling control of the host vehicle based on the notification from the collision risk determination unit 206, and outputs the control signal to the vehicle control system 104 in FIG. In response to this control information, the vehicle control system 104 performs traveling control of the host vehicle to avoid a collision with another vehicle.
- the safe driving support device 101 includes the own vehicle information acquisition unit 202, the operator notification unit 203, the own vehicle / other vehicle information management unit 204, the work mode determination unit 205, the collision risk determination unit 206, and the control signal generation unit described above.
- 207 can be realized using a computer process configured by a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like.
- the vehicle information management table 210, the work mode management table 211, and the priority management table 212 can be realized by using a storage device such as an HDD (Hard Disk Drive) or a flash memory.
- the safe driving support apparatus 101 may not be provided with either the operator notification unit 203 or the control signal generation unit 207.
- the control signal generation unit 207 is unnecessary because the vehicle control system 104 that is the output destination of the control signal is not connected. It is.
- FIG. 3 is a diagram illustrating a data format example of the vehicle-to-vehicle communication information 300 transmitted and received by the vehicle-to-vehicle communication unit 201 in the safe driving support apparatus 101.
- FIG. 3A shows a format example of the inter-vehicle communication information 300 transmitted from the safe driving support apparatus 101 mounted on the vehicle 130 of FIG. 1 which is a light vehicle, that is, the vehicle on which the operation management terminal 102 is not mounted.
- the inter-vehicle communication information 300 in this case includes a vehicle identifier 301, a vehicle type 302, a latitude 303-1, a longitude 303-2, an altitude 303-3, a vehicle speed 305, a traveling direction 306, a vehicle It consists of a direction 307 and a vehicle state 308.
- the vehicle identifier 301 is an identifier for uniquely identifying the transmission source vehicle. In order to uniquely identify each vehicle used at the mine site, identifier values that do not overlap each other are set in advance. In the vehicle identifier 301, the value of the identifier of the vehicle on which the safe driving support apparatus 101 that transmitted the inter-vehicle communication information 300 is mounted is set.
- the vehicle type 302 is an identifier for identifying the type of the transmission source vehicle.
- values corresponding to the types of vehicles such as dump trucks, excavators, wheel loaders, graders, dozers, and light vehicles are set.
- Latitude 303-1, longitude 303-2, and altitude 303-3 are information indicating the position of the transmission source vehicle.
- the latitude 303-1, longitude 303-2, and altitude 303-3 include the latitude and longitude corresponding to the position of the vehicle in the mine based on the position information of the vehicle acquired by the vehicle information acquisition unit 202. And altitude are set respectively.
- the position of the transmission source vehicle is represented by a latitude 303-1, a longitude 303-2, and an altitude 303-3.
- the vehicle speed 305 is information indicating the speed of the transmission source vehicle.
- the speed of the transmission source vehicle can be obtained based on the position change amount obtained from the position information of the own vehicle acquired by the own vehicle information acquisition unit 202.
- the traveling direction 306 is information indicating the traveling direction of the transmission source vehicle.
- the traveling direction of the transmission source vehicle can be obtained based on the position change direction obtained from the position information of the own vehicle acquired by the own vehicle information acquisition unit 202.
- the vehicle orientation 307 is information indicating the orientation of the transmission source vehicle. For example, when the vehicle is traveling straight, the traveling direction 306 and the vehicle direction 307 have the same value. On the other hand, when the vehicle is moving backward, the difference between the value in the traveling direction 306 and the value in the vehicle direction 307 is 180 degrees, indicating directions opposite to each other.
- the vehicle state 308 is information indicating the state of the transmission source vehicle.
- the contents of the vehicle state represented by the vehicle state 308 are set in advance for each type of vehicle indicated by the vehicle type 302. For example, when the transmission source vehicle is a dump truck, a value corresponding to the loading state is set in the vehicle state 308.
- a constant initial value is set in the vehicle state 308 regardless of the vehicle state.
- FIG. 3B shows a vehicle transmitted from the safe driving support apparatus 101 mounted on the vehicle 110 or 120 in FIG. 1 which is a vehicle on which the operation management terminal 102 is mounted, that is, a heavy machine such as a dump truck or an excavator.
- the format example of the inter-vehicle communication information 300 is shown.
- the inter-vehicle communication information 300 in this case includes the same vehicle identifier 301, vehicle type 302, latitude 303-1, longitude 303-2, altitude 303-3, vehicle speed as in FIG. 3 (a).
- the advancing direction 306, the vehicle direction 307, and the vehicle state 308 it further comprises an operation management state 309.
- the operation management state 309 is information indicating the operation management state of the transmission source vehicle.
- the content of the operation management state represented by the operation management state 309 is preset for each type of vehicle indicated by the vehicle type 302 and is determined based on operation management information output from the operation management terminal 102. For example, when the transmission source vehicle is an excavator or a wheel loader, a value indicating whether or not the vehicle is in operation, a vehicle identifier of a dump truck as a loading destination when loading minerals, and the like are stored in the operation management state 309. Is set.
- the transmission source vehicle is a dump truck
- a value corresponding to a work state such as during transportation, loading, or unloading, or a vehicle of an excavator or a wheel loader that is a target vehicle in the loading operation
- An identifier, route information at the time of transportation, and the like are set in the operation management state 309.
- FIG. 4 is a diagram illustrating a configuration example of the vehicle information management table 210.
- the vehicle information management table 210 includes a vehicle identifier 401, a vehicle type 402, a latitude 403-1, a longitude 403-2, an altitude 403-3, a vehicle speed 405, a traveling direction 406, a vehicle direction 407, a vehicle state. 408, operation management state 409, reception time 410, and work mode 411 are stored for each row corresponding to each vehicle.
- the data on the first line indicates the own vehicle information
- the data on and after the second line indicate the other vehicle information.
- the vehicle identifier 401 is an identifier for uniquely identifying each vehicle whose data is managed in the vehicle information management table 210. As described above, in order to uniquely identify each vehicle used at the mine site, identifier values that do not overlap each other are set in advance. In the case of the own vehicle information, a value set in advance as an identifier of the own vehicle is stored in the vehicle identifier 401. In the case of other vehicle information, the value set in the vehicle identifier 301 of FIG. 3 in the inter-vehicle communication information 300 received by the inter-vehicle communication unit 201 is stored in the vehicle identifier 401.
- the vehicle type 402 is an identifier for identifying the type of each vehicle whose data is managed in the vehicle information management table 210.
- a value preset according to the type of the own vehicle is stored in the vehicle type 402.
- the value set in the vehicle type 302 of FIG. 3 in the vehicle-to-vehicle communication information 300 received by the vehicle-to-vehicle communication unit 201 is stored in the vehicle type 402.
- Latitude 403-1, longitude 403-2, and altitude 403-3 are data indicating the position of each vehicle whose data is managed in the vehicle information management table 210.
- values corresponding to the position information of the host vehicle acquired by the host vehicle information acquisition unit 202 are stored in the latitude 403-1, longitude 403-2, and altitude 403-3, respectively.
- the values set in the latitude 303-1, longitude 302-2, and altitude 303-3 in FIG. 3 in the vehicle-to-vehicle communication information 300 received by the vehicle-to-vehicle communication unit 201 are latitudes 403-1, Stored in longitude 403-2 and altitude 403-3, respectively.
- the vehicle speed 405 is data indicating the speed of each vehicle whose data is managed in the vehicle information management table 210.
- the speed of the host vehicle is obtained based on the position change amount obtained from the position information of the host vehicle acquired by the host vehicle information acquisition unit 202 and the vehicle speed pulse information described above, and the value is Stored in the vehicle speed 405.
- the value set for the vehicle speed 305 in FIG. 3 in the inter-vehicle communication information 300 received by the inter-vehicle communication unit 201 is stored in the vehicle speed 405.
- the traveling direction 406 is data indicating the traveling direction of each vehicle whose data is managed in the vehicle information management table 210.
- the traveling direction of each vehicle is represented by an angle from the reference direction with the true north direction as the reference direction and the clockwise direction as positive.
- the traveling direction of the own vehicle is obtained based on the position change direction obtained from the position information acquired by the own vehicle information acquisition unit 202 and the angular velocity information described above, and the value is the traveling direction 406.
- the value set in the traveling direction 306 in FIG. 3 in the inter-vehicle communication information 300 received by the inter-vehicle communication unit 201 is stored in the traveling direction 406.
- Vehicle direction 407 is data indicating the direction of each vehicle whose data is managed in the vehicle information management table 210.
- the direction of each vehicle is represented by an angle from the reference direction with the true north direction as the reference direction and the clockwise direction as positive.
- the direction with respect to the traveling direction of the own vehicle is obtained based on the position change direction obtained from the position information acquired by the own vehicle information acquisition unit 202 and the above-described angular velocity information. From this value, the direction of the host vehicle with respect to the reference direction is obtained, and the value is stored in the vehicle direction 407.
- the value set in the vehicle direction 307 in FIG. 3 in the vehicle-to-vehicle communication information 300 received by the vehicle-to-vehicle communication unit 201 is stored in the vehicle direction 407.
- the vehicle state 408 is data indicating the state of each vehicle whose data is managed in the vehicle information management table 210.
- the contents of the vehicle state represented by the vehicle state 408 are set in advance for each type of vehicle indicated by the vehicle type 402, as in the vehicle state 308 of FIG.
- “Loading” means a state in which minerals and earth and sand are loaded on the loading platform of the dump truck.
- all “0” s are stored in the vehicle state 408.
- the own vehicle information if the own vehicle is a dump truck, for example, as shown in Japanese Patent No. 5160468, it is determined whether or not the vehicle is being loaded based on the load weight calculated using the pressure sensor. A value corresponding to the determination result is stored in the vehicle state 408. On the other hand, if the host vehicle is not a dump truck, a predetermined value is stored in the vehicle state 408. In the case of other vehicle information, the value set in the vehicle state 308 of FIG. 3 in the vehicle-to-vehicle communication information 300 received by the vehicle-to-vehicle communication unit 201 is stored in the vehicle state 408.
- the operation management state 409 is data indicating the operation management state of each vehicle whose data is managed in the vehicle information management table 210.
- the content of the operation management state represented by the operation management state 409 is set in advance for each type of vehicle indicated by the vehicle type 402 as in the operation management state 309 of FIG. 3, and is output from the operation management terminal 102. Determined based on management information.
- the vehicle type 402 is a dump truck
- the working state such as “conveying”, “loading”, “unloading”, and the excavator as a target vehicle in the loading work
- the vehicle identifier corresponding to the target vehicle is stored in the operation management state 408.
- route information at the time of transportation is also stored in the operation management state 408.
- the vehicle type 402 is an excavator or a wheel loader
- when there is an operation state such as “in operation” or “not in operation” and a dump truck as a target vehicle to which a mineral or the like is loaded A vehicle identifier corresponding to the target vehicle is stored in the operation management state 408.
- a value based on the operation management information output from the operation management terminal 102 is stored in the operation management state 409.
- the operation management state 409 in the inter-vehicle communication information 300 received by the inter-vehicle communication unit 201 is stored in the operation management state 409.
- the operation management information cannot be obtained from the operation management terminal 102 for the own vehicle information, or the other vehicle information is received as shown in FIG. If not, an empty value indicating that the operation is not managed is stored in the operation management state 409.
- the reception time 410 is data indicating the data generation time of each vehicle in the vehicle information management table 210.
- the time when the position information of the own vehicle was last input from the own vehicle information acquisition unit 202 is stored in the reception time 410.
- the time at which the vehicle-to-vehicle communication information 300 was last received from the vehicle by the vehicle-to-vehicle communication unit 201 is stored in the reception time 410.
- the own vehicle information on the vehicle stored in the vehicle information management table 210 or All data of the other vehicle information is deleted (reset).
- Work mode 411 is data indicating work being executed by each vehicle whose data is managed in the vehicle information management table 210.
- the work content represented by the work mode 411 is set in advance for each type of vehicle indicated by the vehicle type 402, and is determined based on the work mode determination result output from the work mode determination unit 205.
- the work contents such as “loading”, “standby”, “transporting”, “unloading”, “others”, and the like are the work modes. 411.
- work contents such as “loading” and “others” are stored in the work mode 411.
- work contents such as “in preparation” and “others” are stored in the work mode 411.
- “others” is stored in the work mode 411.
- a value corresponding to the result of work mode determination by the work mode determination unit 205 is stored in the work mode 411. If the own vehicle information or other vehicle information for a certain vehicle is set in the vehicle information management table 210 for the first time and the determination result of the work mode for the vehicle has not yet been obtained, “other” is set as the initial value. Stored in mode 411.
- the value of the vehicle identifier 401 of the host vehicle information stored in the first row is “110”, and the value of the vehicle type 402 is “dump truck”. .
- the values of the vehicle identifier 401 of the other vehicle information stored in the second and third rows are “130” and “120”, respectively, and the values of the vehicle type 402 are “light vehicle” and “excavator”. .
- the other vehicle 120 that is an excavator and the other vehicle 130 that is a light vehicle exist around the host vehicle 110, and the vehicle information is managed in the vehicle information management table 210. ing.
- FIG. 5 is a diagram illustrating a configuration example of the work mode management table 211.
- data of a vehicle identifier 421, an average vehicle speed 422, an average movement range 423, and a work mode 424 are stored for each row corresponding to each vehicle.
- the data on the first line indicates information on the work mode of the host vehicle
- the data on and after the second line indicate information on the work mode of the other vehicle.
- the vehicle identifier 421 is an identifier for uniquely identifying each vehicle whose data is managed in the work mode management table 211. As described above, in order to uniquely identify each vehicle used at the mine site, identifier values that do not overlap each other are set in advance. In the case of information related to the work mode of the host vehicle, a value set in advance as an identifier of the host vehicle is stored in the vehicle identifier 421. In the case of information related to the work mode of another vehicle, the same value as the vehicle identifier 401 set in the other vehicle information of the other vehicle managed by the vehicle information management table 210 is stored in the vehicle identifier 421.
- the average vehicle speed 422 is data indicating the average vehicle speed in a preset period of each vehicle whose data is managed in the work mode management table 211.
- the value of the average vehicle speed 422 can be obtained by, for example, storing a history of past vehicle speed 405 values set in the vehicle information management table 210 for each vehicle separately from the work mode management table 211. Can be calculated based on this. Note that the value of the average vehicle speed 422 is preferably updated every time the work mode determination unit 205 determines the work mode of the vehicle.
- the average moving range 423 is data indicating the size of the average moving range in a preset period of each vehicle whose data is managed in the work mode management table 211.
- the value of the average moving range 423 is obtained by using the history of the values of the past latitude 403-1, longitude 403-2, and altitude 403-3 set in the vehicle information management table 210 separately from the work mode management table 211. By storing and holding each, it is possible to calculate based on this history.
- the value of the average moving range 423 is preferably updated every time the work mode determination unit 205 determines the work mode of the vehicle, similarly to the average vehicle speed 422 described above.
- the work mode 424 is data indicating the determination result of the work mode of each vehicle whose data is managed in the work mode management table 211.
- the value of the work mode 424 is set based on the work mode determination result by the work mode determination unit 205, and is updated to the latest value when the work mode determination unit 205 determines the work mode of the vehicle.
- the value of this work mode 424 is also reflected in the value of the work mode 411 in the vehicle information management table 210 of FIG. 4, and these values are the same for each vehicle.
- the vehicle whose data is managed in the vehicle information management table 210 of FIG. 4 and the vehicle whose data is managed in the work mode management table 211 of FIG. To do. That is, the value of the vehicle identifier 401 in each row in the vehicle information management table 210 and the value of the vehicle identifier 421 in each row in the work mode management table 211 are the same. Further, as described above, when each data of the own vehicle information or other vehicle information related to any vehicle is deleted (reset) in the vehicle information management table 210, each data related to the vehicle is also displayed in the work mode management table 211. Are similarly erased (reset).
- FIG. 6 is a diagram illustrating a configuration example of the priority management table 212.
- the priority management table 212 includes data of a vehicle type 441, a work mode 442, and a priority 443.
- the first line indicates the default value of the priority, and the value of the priority 443 used in the collision risk determination for each combination of the vehicle type 441 and the work mode 442 after the second line. Is set.
- the vehicle type 441 is data indicating the type of vehicle whose priority is managed in the priority management table 212.
- values indicating various types of vehicles that can be set in the vehicle type 402 of the vehicle information management table 210 such as an excavator, a wheel loader, a dump truck, a dozer, and a grader are set.
- the work mode 442 is data indicating the work content of the vehicle whose priority is managed by the priority management table 212.
- values indicating various types of work that can be set in the work mode 411 of the vehicle information management table 210 and the work mode 424 of the work mode management table 211 are set.
- the priority 443 is data indicating a priority value corresponding to a combination of the vehicle type and the work mode set in the vehicle type 441 and the work mode 442, respectively. The smaller the value set in the priority 443, the higher the priority in the collision risk determination.
- the collision risk determination unit 206 determines the collision risk for each vehicle type and work content based on the work being performed by the host vehicle and the other vehicle.
- the priority of the host vehicle and the other vehicle can be set respectively. For example, in the example of FIG. 6, when the vehicle type 441 is “excavator” and the work mode 442 is “loading”, the value of the priority 443 is “1”. On the other hand, when the vehicle type 441 is “dump truck” and the work mode 442 is “conveying”, the value of the priority 443 is “2”. Therefore, it is understood that the excavator performing the loading operation has a higher priority in the collision risk determination than the dump truck performing the conveying operation.
- FIG. 7 is a flowchart of risk determination processing periodically executed by the work mode determination unit 205 and the collision risk determination unit 206.
- the work mode determination unit 205 and the collision risk determination unit 206 can perform risk determination processing shown in the flowchart of FIG. 7 by periodically executing a predetermined program stored in advance by a computer.
- the work mode determination unit 205 and the collision risk determination unit 206 start execution of the process shown in FIG. 7 every predetermined processing cycle (step 700).
- Work mode determination unit 205 determines the work mode of the host vehicle and the other vehicle (step 701). At this time, the work mode determination unit 205 acquires the host vehicle information and other vehicle information from the host vehicle / other vehicle information management unit 204, and determines the work mode of the host vehicle and the other vehicle based on these information. The details of the work mode determination process performed in step 701 will be described later with reference to the flowcharts of FIGS.
- the work mode determination unit 205 sets a value corresponding to the determination result in the work mode 424 of the work mode management table 211. Furthermore, the determination result of the work mode is output to the own vehicle / other vehicle information management unit 204, and a value corresponding to the determination result is set in the work mode 411 of the vehicle information management table 210. Thereby, the work mode determination unit 205 updates the vehicle information management table 210 of the own vehicle / other vehicle information management unit 204 (step 702).
- the own vehicle / other vehicle information management unit 204 It is preferable to erase (reset) the data.
- the collision risk determination unit 206 manages the own vehicle information and other vehicle information stored in each row of the updated vehicle information management table 210 with the own vehicle / other vehicle information management. Obtained from the unit 204 (step 702).
- the collision risk determination unit 206 executes a loop process in which the processes from Step 704 to Step 707 described below are performed for each other vehicle (Step 703).
- the collision risk determination unit 206 ends the risk determination process shown in the process flow of FIG. 7 (step 709).
- the collision risk determination unit 206 selects any other vehicle as a processing target, and determines a determination algorithm used for determining the collision risk between the host vehicle and the other vehicle (step 704). At this time, the collision risk determination unit 206 sets the value of the work mode 411 in the own vehicle information set in the first line of the vehicle information management table 210 and the work mode 411 in the other vehicle information of the line corresponding to the other vehicle. Based on the value, the work mode corresponding to the work content being executed by the host vehicle and the other vehicle is determined.
- the collision risk determination unit 206 refers to the priority management table 212 and sets priorities corresponding to these work modes to the host vehicle and the other vehicle, A determination algorithm is determined based on the comparison result of these priorities. Details of the determination algorithm determination process performed in step 704 will be described later with reference to the flowchart of FIG.
- the collision risk determination unit 206 determines the collision risk between the host vehicle and the other vehicle using the determination algorithm (step 705).
- the collision risk determination unit 206 sets a determination area according to the determination algorithm around the host vehicle, and determines whether or not the other vehicle exists in the determination area. The presence or absence of a collision risk with the other vehicle is determined. For example, when the host vehicle is an excavator, a circular determination area is set around the position of the host vehicle, and it is determined whether the other vehicle exists in the determination area. For example, when the host vehicle is a dump truck, a rectangular determination area is set with the traveling direction of the host vehicle as the central axis, and it is determined whether the other vehicle exists in the determination area.
- step 705 the collision risk determination unit 206 confirms whether the determination result is the presence or absence of risk (step 706). If it is determined that there is a collision risk, the process proceeds to step 707. If it is determined that there is no collision risk, the loop process for the other vehicle is terminated.
- the collision risk determination unit 206 notifies the operator notification unit 203 and the control signal generation unit 207 that there is a collision risk with the other vehicle (step 707).
- warning information is transmitted from the operator notification unit 203 to the operator user I / F 103, and the operator user I / F 103 issues a warning to the operator.
- a control signal is transmitted from the control signal generation unit 207 to the vehicle control system 104, and traveling control for avoiding a collision with the other vehicle is performed by the vehicle control system 104.
- the collision risk determination unit 206 may notify only one of the operator notification unit 203 and the control signal generation unit 207. In that case, only one of the warning by the operator user I / F 103 and the traveling control by the vehicle control system 104 is executed.
- the collision risk determination unit 206 ends the loop process for the other vehicle.
- FIG. 8 is a flowchart of the work mode determination process in the first embodiment of the present invention.
- the work mode determination unit 205 starts executing the work mode determination process shown in FIG. 8 in step 701 of FIG. 7 (step 800).
- the work mode determination unit 205 first updates the values of the average vehicle speed 422 and the average movement range 423 in the work mode management table 211 (step 801). At this time, the work mode determination unit 205 updates the values of the average vehicle speed 422 and the average moving range 423 based on the information stored in the vehicle information management table 210 of the own vehicle / other vehicle information management unit 204. Specifically, based on the value of the vehicle speed 405 of each vehicle in the vehicle information management table 210 and the history of the past vehicle speed 405 of each vehicle, the value of the current average vehicle speed of each vehicle is obtained, and this is calculated for each vehicle. The average vehicle speed 422 is set.
- the latitude 403-1, longitude 403-2, and altitude 403-3 values of each vehicle in the vehicle information management table 210 and the history of the past latitude 403-1, longitude 403-2, and altitude 403-3 of each vehicle. Based on the above, the value of the current average moving range of each vehicle is obtained, and this is set as the average moving range 423 for each vehicle.
- each data in a row corresponding to the vehicle in the work mode management table 211 is stored. Reset.
- the value of the vehicle speed 408 of the vehicle information management table 210 is set as the average vehicle speed 422, and 0 is set as the average movement range 423.
- step 801 the work mode determination unit 205 performs steps 803 to 812 described below for each vehicle for which information is set in the work mode management table 211.
- a loop process for performing the above process is executed (step 802).
- the work mode determination unit 205 ends the work mode determination process shown in the process flow of FIG. 8 (step 813).
- the work mode determination unit 205 selects one of the own vehicle and the other vehicle as a processing target. Then, based on the value of the vehicle type 402 in the vehicle information management table 210, the vehicle type of the vehicle is determined (step 803). As a result, if the vehicle is a dump truck, the process proceeds to step 804. If the vehicle is an excavator or a wheel loader, the process proceeds to step 805. If the vehicle is a grader or a dozer, the process proceeds to step 809. If the vehicle is not one of the above vehicle types, such as a light vehicle, the process proceeds to step 812.
- step 804 the work mode determination unit 205 performs work mode determination for the dump truck (step 804). Details of the work mode determination for the dump truck performed in step 804 will be described later with reference to the processing flow of FIG. If the process of step 804 is executed, the work mode determination unit 205 ends the loop process for the vehicle.
- the work mode determination unit 205 determines whether or not the operation management state of the vehicle is “in operation” (step 805). At this time, the work mode determination unit 205 refers to the operation management state 409 of the row corresponding to the vehicle in the vehicle information management table 210 to determine what the operation management state of the vehicle is. As a result, if the operation management state of the vehicle is “in operation”, the process proceeds to step 806, and if it is not “in operation”, the process proceeds to step 808.
- the work mode determination unit 205 determines whether the relative distance between the vehicle and the target vehicle in the work of the vehicle is within a predetermined threshold (step 806). At this time, the work mode determination unit 205 refers to the operation management state 409 of the row corresponding to the vehicle in the vehicle information management table 210, so that the work performed by the vehicle, which is an excavator or a wheel loader, is loaded with minerals and the like. It is determined whether or not there is a dump truck as a target vehicle that is a destination.
- the vehicle information management table 210 searches for a row corresponding to the target vehicle from the value of the vehicle identifier 401 of the target vehicle stored in the operation management state 409. Then, based on the values of latitude 403-1 and longitude 403-2 of the vehicle and the values of latitude 403-1 and longitude 403-2 of the target vehicle registered in the retrieved row, the vehicle and target Calculate the relative distance to the vehicle. As a result, if the calculated relative distance is within a preset threshold, the process proceeds to step 807. On the other hand, if the target vehicle does not exist in the work performed by the vehicle, or if the calculated relative distance is greater than or equal to the threshold value, the process proceeds to step 808.
- the work mode determination unit 205 sets “loading” to the work mode of the vehicle (step 807). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “loading”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “loading”. If the process of step 807 is performed, the work mode determination part 205 will complete
- the work mode determination unit 205 sets “other” as the work mode of the vehicle (step 808). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “other”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “other”. If the process of step 808 is performed, the work mode determination part 205 will complete
- the work mode determination unit 205 determines whether or not the operation management state of the vehicle is “in operation” (step 809). At this time, the work mode determination unit 205 refers to the operation management state 409 of the row corresponding to the vehicle in the vehicle information management table 210 to determine what the operation management state of the vehicle is. As a result, if the operation management state of the vehicle is “in operation”, the process proceeds to step 810, and if it is not “in operation”, the process proceeds to step 811.
- step 810 the work mode determination unit 205 sets “leveling” to the work mode of the vehicle (step 810). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “leveling”. Further, in the vehicle information management table 210, the value of the work mode 411 of the row corresponding to the vehicle is similarly set to “leveling”. If the process of step 810 is performed, the work mode determination part 205 will complete
- the work mode determination unit 205 sets “other” as the work mode of the vehicle (step 811). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “other”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “other”. If the process of step 811 is performed, the work mode determination part 205 will complete
- the work mode determination unit 205 sets “other” as the work mode of the vehicle (step 812). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “other”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “other”. If the process of step 812 is performed, the work mode determination part 205 will complete
- FIG. 9 is a flowchart of the work mode determination for the dump truck in the first embodiment of the present invention.
- the work mode determination unit 205 starts the work mode determination for the dump truck shown in FIG. 9 (step 900).
- the work mode determination unit 205 first checks the operation management state of the vehicle (step 901). At this time, the work mode determination unit 205 refers to the operation management state 409 of the row corresponding to the vehicle in the vehicle information management table 210 to determine what the operation management state of the vehicle is. As a result, if the operation management state of the vehicle is “loading” or “carrying”, the process proceeds to step 902; if it is “unloading”, the process proceeds to step 909; move on.
- the work mode determination unit 205 determines whether or not the relative distance between the vehicle and the target vehicle in the work of the vehicle is within a predetermined first threshold (step 902). ). At this time, the work mode determination unit 205 refers to the operation management state 409 of the row corresponding to the vehicle in the vehicle information management table 210, thereby excavating the excavator as a target vehicle of the loading operation performed by the vehicle that is a dump truck. Or whether there is a wheel loader. As a result, when there is an excavator or wheel loader of the target vehicle, the vehicle information management table 210 searches the row corresponding to the target vehicle from the value of the vehicle identifier 401 of the target vehicle stored in the operation management state 409.
- the vehicle and target Calculate the relative distance to the vehicle.
- the process proceeds to step 905, and if it is greater than or equal to the first threshold, the process proceeds to step 903.
- the process proceeds to step 904.
- the work mode determination unit 205 sets the second threshold that is set in advance so that the relative distance between the vehicle calculated in step 902 and the target vehicle is larger than the first threshold. It is determined whether or not the vehicle speed is within a predetermined threshold (step 903). At this time, the work mode determination unit 205 acquires the vehicle speed of the vehicle that is a dump truck from the value set in the vehicle speed 405 of the row corresponding to the vehicle in the vehicle information management table 210. As a result, if the relative distance between the vehicle and the target vehicle is within the second threshold and the vehicle speed of the vehicle is within the preset speed threshold, the process proceeds to step 906. On the other hand, if the relative distance between the vehicle and the target vehicle is equal to or greater than the second threshold value, or if the vehicle speed of the vehicle is equal to or greater than the speed threshold value, the process proceeds to step 904.
- the work mode determination unit 205 determines whether or not the current position of the vehicle, which is a dump truck, is on the planned route (step 904). At this time, the work mode determination unit 205 refers to the route information set in the operation management state 409 of the row corresponding to the vehicle in the vehicle information management table 210, so that the vehicle, which is a dump truck, travels during transportation. Identify the planned route. Then, by comparing the specified planned route with the values of latitude 403-1, longitude 403-2 and altitude 403-3 of the vehicle, it is determined whether or not the current position of the vehicle is on the planned route. To do. As a result, if the current position of the vehicle is on the planned route, the process proceeds to step 907, and if not, the process proceeds to step 908.
- step 905 the work mode determination unit 205 sets “loading” to the work mode of the vehicle (step 905).
- the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “loading”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “loading”.
- the work mode determination unit 205 ends the dump truck work mode determination for the vehicle (step 911).
- step 906 the work mode determination unit 205 sets “standby” to the work mode of the vehicle (step 906).
- the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “waiting”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “standby”.
- the work mode determination unit 205 ends the dump truck work mode determination for the vehicle (step 911).
- the work mode determination unit 205 sets “conveying” as the work mode of the vehicle (step 907). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “conveying”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “in transit”. When the process of step 907 is executed, the work mode determination unit 205 ends the dump truck work mode determination for the vehicle (step 911).
- step 908 the work mode determination unit 205 sets “other” as the work mode of the vehicle (step 908). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “other”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “other”. When the process of step 908 is executed, the work mode determination unit 205 ends the dump truck work mode determination for the vehicle (step 911).
- step 909 the work mode determination unit 205 sets “unloading” to the work mode of the vehicle (step 909). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “unloading”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “unloading”.
- step 909 the work mode determination unit 205 ends the dump truck work mode determination for the vehicle (step 911).
- the work mode determination unit 205 sets “other” as the work mode of the vehicle (step 910). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “other”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “other”. When the process of step 910 is executed, the work mode determination unit 205 ends the work mode determination for the dump truck for the vehicle (step 911).
- the work mode determination unit 205 adds the own vehicle information and other vehicle information stored in the vehicle information management table 210 of the own vehicle / other vehicle information management unit 204. Based on this, it is possible to estimate the work being performed by the host vehicle and the other vehicle.
- FIG. 10 is a flowchart of the determination algorithm determination process.
- the collision risk determination unit 206 starts executing the determination algorithm determination process shown in FIG. 10 in step 704 of FIG. 7 (step 1000).
- a determination algorithm for the risk of collision between the host vehicle and the other vehicle a rectangular or circular determination area is set around the host vehicle, and from the overlapping state of the determination area and the other vehicle area, The case where the presence or absence of a collision risk is determined will be described.
- the collision risk determination unit 206 first determines whether or not the host vehicle is an excavator (step 1001). At this time, the collision risk determination unit 206 refers to the value of the vehicle type 402 of the own vehicle information stored in the first row in the vehicle information management table 210 of the own vehicle / other vehicle information management unit 204, thereby Check what the car model is. As a result, if the vehicle type of the host vehicle is an excavator, the process proceeds to step 1002, and if it is other than the shovel, the process proceeds to step 1003.
- the collision risk determination unit 206 sets a circular determination area around the host vehicle (step 1002). At this time, the collision risk determination unit 206 sets a circular determination area corresponding to the host vehicle, for example, with the center of the circle as the position of the host vehicle.
- size of the radius of a determination area can be preset based on the length of the arm of the own vehicle which is a shovel, for example.
- the collision risk determination unit 206 sets a rectangular determination area around the host vehicle (step 1003). At this time, for example, the collision risk determination unit 206 sets a rectangular determination area corresponding to the host vehicle so that the center axis along the longitudinal direction is parallel to the traveling direction of the host vehicle and the host vehicle is positioned on the center axis. Set.
- the collision risk determination unit 206 determines whether or not the opponent vehicle that determines the collision risk with the host vehicle is an excavator (step 1004). At this time, the collision risk determination unit 206 sets the other vehicle selected as the processing target in the loop process of FIG. 7 as the partner vehicle, and the other vehicle stored in the vehicle information management table 210 of the own vehicle / other vehicle information management unit 204. By referring to the value of the vehicle type 402, the vehicle type of the opponent vehicle is confirmed. As a result, if the vehicle type of the opponent vehicle is an excavator, the process proceeds to step 1005.
- the collision risk determination unit 206 sets a circular area as an area corresponding to the opponent vehicle (step 1005). At this time, the collision risk determination unit 206 sets a circular area corresponding to the opponent vehicle, for example, with the center of the circle as the position of the opponent vehicle.
- size of the radius of a determination area can be set based on the length of the arm of the other party vehicle which is a shovel, for example.
- the collision risk determination unit 206 sets a rectangular area as an area corresponding to the opponent vehicle (step 1006). At this time, the collision risk determination unit 206 sets, for example, a rectangular area corresponding to the opponent vehicle so that the central axis along the longitudinal direction is parallel to the traveling direction of the opponent vehicle and the opponent vehicle is positioned on the central axis. To do.
- the collision risk determination unit 206 determines whether or not the inclination angle between the host vehicle and the opponent vehicle is within a predetermined threshold (step 1007). At this time, the collision risk determination unit 206, based on the values of the latitude 403-1 and longitude 403-2 of the own vehicle in the vehicle information management table 210 and the values of latitude 403-1 and longitude 403-2 of the opponent vehicle, The relative distance between the host vehicle and the opponent vehicle is calculated. Further, based on the value of the altitude 403-3 of the own vehicle and the value of the altitude 403-3 of the opponent vehicle in the vehicle information management table 210, the altitude difference between the own vehicle and the opponent vehicle is calculated.
- an inclination angle of a straight line connecting the host vehicle and the opponent vehicle is calculated, and it is determined whether the inclination angle is within a predetermined threshold.
- the inclination angle is within the threshold value, it is determined that there is a possibility that the host vehicle and the opponent vehicle collide on the three-dimensional arrangement, and the process proceeds to Step 1009.
- the inclination angle is equal to or greater than the threshold value, it is determined that there is no possibility that the host vehicle and the opponent vehicle collide on the three-dimensional layout, and the process proceeds to step 1008.
- the collision risk determination unit 206 invalidates the determination area set in step 1002 or 1003 (step 1008).
- the collision risk determination unit 206 determines the radius by setting the radius of the circular determination area set in step 1002 to 0 or setting the length of each side of the rectangular determination area set in step 1003 to 0. Disable the area. This ensures that there is no risk in the collision risk determination performed in step 705 of FIG. Alternatively, the determination area may be invalidated by setting a predetermined invalidation flag without changing the size of the determination area. If the process of step 1008 is executed, the collision risk determination unit 206 ends the determination algorithm determination process for the other vehicle (step 1012).
- the collision risk determination unit 206 compares the priority of the host vehicle with the priority of the partner vehicle, and determines whether the priority of the host vehicle is higher than the priority of the partner vehicle. Determination is made (step 1009). At this time, the collision risk determination unit 206 identifies rows in the priority management table 212 where the values of the vehicle type 441 and the work mode 442 match the vehicle type 402 and the work mode 411 of the host vehicle in the vehicle information management table 210, respectively. The value of the priority 443 of the row is acquired as the priority of the host vehicle. As a result, the priority of the host vehicle is set based on the work being performed by the host vehicle.
- the priority management table 212 a row in which the values of the vehicle type 441 and the work mode 442 match the vehicle type 402 and the work mode 411 of the other vehicle in the vehicle information management table 210 is specified, and the priority 443 of the row is determined. Is obtained as the priority of the opponent vehicle. Thereby, the priority of the other vehicle is set based on the work being performed by the other vehicle. Then, the obtained priority of the own vehicle and the priority of the opponent vehicle are compared. If the priority value of the own vehicle is smaller than the priority value of the opponent vehicle, the priority of the own vehicle is It is determined that the priority is higher, and the process proceeds to Step 1010.
- step 1011 If the priority value of the own vehicle and the priority value of the opponent vehicle are the same, the process may proceed to either step 1010 or 1011.
- the collision risk determination unit 206 sets the determination area set in step 1002 or 1003 small (step 1010). At this time, for example, the collision risk determination unit 206 multiplies the radius of the circular determination area set in step 1002 by a coefficient less than 1 to make the radius smaller than the original value or is set in step 1003. By multiplying each side of the rectangular determination area by a coefficient less than 1, the length of each side is made smaller than the original value. Thus, by changing the size of the determination area in the reduction direction, it is difficult to obtain a determination result that there is a risk in the determination of the collision risk performed in step 705 of FIG.
- the coefficient may be changed according to the magnitude of the priority difference between the host vehicle and the other vehicle.
- the collision risk determination unit 206 ends the determination algorithm determination process for the other vehicle (step 1012).
- the collision risk determination unit 206 sets the determination area set in step 1002 or 1003 large (step 1011). At this time, for example, the collision risk determination unit 206 multiplies the radius of the circular determination area set in step 1002 by a coefficient larger than 1 to make the radius larger than the original value or is set in step 1003. By multiplying each side of the rectangular determination area by a coefficient larger than 1, the length of each side is made larger than the original value. In this way, by changing the size of the determination area in the enlargement direction, a determination result that there is a risk is easily obtained in the determination of the collision risk performed in step 705 of FIG.
- step 1011 the collision risk determination part 206 will complete
- the collision risk determination unit 206 sets the priority of the own vehicle and the priority of the other vehicle based on the work being performed by the own vehicle and the other vehicle. And based on these, the determination algorithm used for the collision risk determination with the own vehicle and the said other vehicle can be changed.
- determination areas as shown in FIGS. 11, 12, and 13 are set around the own vehicle. Using these determination areas, the own vehicle and other vehicles are A collision risk is determined.
- collision risk determination will be described with reference to FIGS. 11, 12, and 13.
- FIG. 11 is a diagram showing a specific example of collision risk determination in a double side loading scene.
- FIG. 11A shows a state in which another vehicle 1102 that is a dump truck is being loaded next to the shovel, and the own vehicle 1101 that is a dump truck approaches the shovel for loading work such as minerals. Is shown.
- the work modes of the own vehicle 1101 and the other vehicle 1102 are both “loading”, the priority of the own vehicle 1101 and the priority of the other vehicle 1102 have the same value.
- a small rectangular determination area 1100 is set as the determination area of the host vehicle 1101 for the other vehicle 1102. Therefore, the determination area 1100 and the area 1103 of the other vehicle 1102 do not overlap and it is determined that there is no collision risk.
- FIG. 11B shows a state where the other vehicle 1102 is being loaded next to the excavator and the own vehicle 1101 approaches the excavator during the transfer operation.
- the work mode of the own vehicle 1101 is “conveying”, while the work mode of the other vehicle 1102 is “loading”, so the priority of the own vehicle 1101 is the priority of the other vehicle 1102. Lower than.
- a large rectangular determination area 1110 is set as the determination area of the host vehicle 1101 for the other vehicle 1102. Therefore, compared with the case of FIG. 11A, there is a collision risk because the determination area 1110 and the area 1103 of the other vehicle 1102 overlap even though the host vehicle 1101 is located away from the other vehicle 1102. It is determined.
- a warning is given to the operator and travel control for collision avoidance is performed in the host vehicle 1101.
- FIG. 12 is a diagram showing a specific example of collision risk determination in a scene where a dump truck is waiting for loading.
- FIG. 12 (a) shows a situation in which both the own vehicle 1201 and the other vehicle 1202, which are dump trucks, are waiting to load minerals and the like from the shovel.
- the work modes of the own vehicle 1201 and the other vehicle 1202 are both “standby”, the priority of the own vehicle 1201 and the priority of the other vehicle 1202 have the same value.
- a small rectangular determination area 1200 is set as the determination area of the host vehicle 1201 with respect to the other vehicle 1202. Accordingly, the determination area 1200 and the area 1203 of the other vehicle 1202 do not overlap, and it is determined that there is no collision risk.
- FIG. 12B shows a state where the other vehicle 1202 is on standby, and the own vehicle 1201 completes the loading operation and starts transporting toward the earth release site.
- the work mode of the own vehicle 1201 is “conveying”
- the work mode of the other vehicle 1202 is “standby”, so the priority of the own vehicle 1201 is higher than the priority of the other vehicle 1202. Also lower.
- a large rectangular determination area 1210 is set as the determination area of the host vehicle 1201 with respect to the other vehicle 1202. Therefore, when the determination area 1210 and the area 1203 of the other vehicle 1202 overlap, it is determined that there is a collision risk.
- traveling control for warning to the operator and avoiding a collision is performed in the own vehicle 1201.
- FIG. 13 is a diagram illustrating a specific example of collision risk determination in an overtaking scene.
- FIG. 13A shows that the other vehicle 1303 travels ahead of the own vehicle 1301 when the own vehicle 1301 and the other vehicle 1302, which are dump trucks, travel along a predetermined travel route and transport minerals or the like. It shows how it looks.
- the work modes of the own vehicle 1301 and the other vehicle 1302 are both “conveying”, the priority of the own vehicle 1301 and the priority of the other vehicle 1302 have the same value.
- a rectangular determination area 1300 is set as the determination area of the host vehicle 1301 with respect to the other vehicle 1302. Therefore, the determination area 1300 and the area 1304 of the other vehicle 1302 do not overlap and it is determined that there is no collision risk.
- FIG. 13B shows a situation where the host vehicle 1301 attempts to overtake the other vehicle 1303 ahead.
- the work mode of the other vehicle 1302 remains “conveying”, whereas the work mode of the host vehicle 1301 changes to “other” by deviating from the prescribed travel route. Therefore, the priority of the own vehicle 1301 is lower than the priority of the other vehicle 1302.
- a larger rectangular determination area 1310 than that in the case of FIG. 13A is set as the determination area of the host vehicle 1301 with respect to the other vehicle 1302. Therefore, when the determination area 1310 and the area 1304 of the other vehicle 1302 overlap, it is determined that there is a collision risk.
- traveling control for warning to the operator and collision avoidance is performed in the own vehicle 1301.
- FIG. 13C shows a state where the host vehicle 1301 and the other vehicle 1302 are exchanged in the same scene as FIG. 13B.
- the work mode of the host vehicle 1301 remains “conveying”, whereas the work mode of the other vehicle 1302 deviates from the prescribed travel route. It changes to “Others”. Therefore, the priority of the own vehicle 1301 is higher than the priority of the other vehicle 1302.
- a rectangular determination area 1320 smaller than that in the case of FIG. 13B is set as the determination area of the host vehicle 1301 with respect to the other vehicle 1302. Therefore, determination area 1320 and area 1304 of other vehicle 1302 do not overlap and it is determined that there is no collision risk.
- traveling control for warning to the operator and collision avoidance is not performed.
- a determination algorithm used for determination of a collision risk it is also possible to employ a method other than that using a determination area as described above. For example, based on the relative speed and relative distance of another vehicle with respect to the host vehicle, a time to collision (TTC: Time To Collision) is calculated, and it is determined whether or not the calculation result is within a predetermined threshold. Thus, the collision risk can be determined. In this case, instead of changing the size of the determination area as described in the present embodiment, for example, by changing the size of the threshold according to the priority of the host vehicle and the other vehicle, the collision risk can be determined. The determination algorithm to be used can be changed.
- the safe driving support device 101 that is an in-vehicle device performs wireless communication between the own vehicle information acquisition unit 202 that acquires the own vehicle information including the position information of the own vehicle and another vehicle, so that the own vehicle A vehicle-to-vehicle communication unit 201 that transmits information to other vehicles and receives other vehicle information including position information of the other vehicles from other vehicles, and determines a collision risk between the host vehicle and the other vehicles using a predetermined determination algorithm. And a collision risk determination unit 206.
- the collision risk determination unit 206 sets the priority of the own vehicle and the priority of the other vehicle based on the work being performed by the own vehicle and the other vehicle, and sets the priority of the own vehicle and the priority of the other vehicle. Based on the above, the determination algorithm is changed (step 704). Since it did in this way, the collision accident of vehicles can be prevented, suppressing the bad influence on the whole productivity.
- the safe driving support device 101 is a work mode in which the own vehicle and the other vehicle estimate work performed by the own vehicle and the other vehicle based on the own vehicle information and other vehicle information managed by the own vehicle / other vehicle information management unit 204, respectively.
- the determination unit 205 is further provided.
- the own vehicle information and the other vehicle information are vehicle type 402, vehicle speed 405, traveling direction 406, vehicle direction 407, and vehicle state 408 representing information on the vehicle type, speed, traveling direction, direction, and state of the own vehicle and the other vehicle, respectively. At least one of them is further included. Since it did in this way, the operation
- the work mode determination unit 205 is further based on an operation management state 409 representing operation management information representing the operation management states of the host vehicle and other vehicles, which are transmitted from the outside and output from the operation management terminal 102.
- the work being performed by the host vehicle and the other vehicle is estimated (steps 805 to 811 and 901 to 910). Since it did in this way, the operation
- the collision risk determination unit 206 sets a determination area for determining the collision risk between the host vehicle and the other vehicle (steps 1002 and 1003), and based on the priority of the host vehicle and the priority of the other vehicle. By changing the size of the determination area (steps 1009 to 1011), the determination algorithm is changed. Since it did in this way, a determination algorithm can be changed appropriately based on the priority of the own vehicle and the priority of other vehicles.
- FIG. 14 is a diagram illustrating a configuration of a safe driving support system including a safe driving support device that is an application example of the in-vehicle device according to the second embodiment of the present invention.
- the safe driving support system shown in FIG. 14 is mounted on the vehicles 110 and 120, respectively, and the operation management center 140 does not exist.
- the in-vehicle device does not include the operation management terminal 102.
- the work mode determination unit 205 executes processing different from that of the first embodiment when determining the work modes of the host vehicle and the other vehicle in Step 701 of FIG. Below, the work mode determination process performed in this embodiment will be described.
- FIG. 15 is a flowchart of the work mode determination process in the second embodiment of the present invention.
- the work mode determination unit 205 starts executing the work mode determination process shown in FIG. 15 (step 1500).
- the work mode determination unit 205 first updates the values of the average vehicle speed 422 and the average movement range 423 in the work mode management table 211 as in the first embodiment described with reference to FIG. 8 (step 1501). ).
- step 1501 When the values of the average vehicle speed 422 and the average moving range 423 are updated in step 1501, the work mode determination unit 205 performs steps 1503 to 1513 described below for each vehicle for which information is set in the work mode management table 211. A loop process for performing the above process is executed (step 1502). When the execution of the loop process is completed for all the vehicles, the work mode determination unit 205 ends the work mode determination process shown in the process flow of FIG. 15 (step 1514).
- the work mode determination unit 205 selects one of the own vehicle and the other vehicle as a processing target, as in the first embodiment described with reference to FIG. Then, based on the value of the vehicle type 402 in the vehicle information management table 210, the vehicle type of the vehicle is determined (step 1503). As a result, if the vehicle is a dump truck, the process proceeds to step 1504. If the vehicle is an excavator or a wheel loader, the process proceeds to step 1505. If the vehicle is a grader or a dozer, the process proceeds to step 1510. If the vehicle is not one of the above vehicle types, such as a light vehicle, the process proceeds to step 1513.
- step 1504 the work mode determination unit 205 performs work mode determination for the dump truck (step 1504). Details of the work mode determination for the dump truck performed in step 1504 will be described later with reference to the processing flow of FIG.
- the work mode determination unit 205 ends the loop process for the vehicle.
- step 1505 the work mode determination unit 205 determines whether or not the vehicle speed of the vehicle is within a predetermined range set in advance (step 1505). At this time, the work mode determination unit 205 refers to the value of the vehicle speed 402 of the row corresponding to the vehicle in the vehicle information management table 210 and acquires the vehicle speed of the vehicle. As a result, if the vehicle speed of the vehicle is within the predetermined range, the process proceeds to step 1506, and if not within the range, the process proceeds to step 1509.
- the work mode determination unit 205 determines whether or not the average vehicle speed and the average movement range of the vehicle are within predetermined threshold values set in advance (step 1506). At this time, the work mode determination unit 205 refers to the average vehicle speed 422 and the average moving range 423 of the row corresponding to the vehicle in the work mode management table 211, and determines the average vehicle speed and average of the vehicle that is an excavator or a wheel loader. Get the moving range. As a result, if both the average vehicle speed and the average moving range of the vehicle are within predetermined threshold values, the process proceeds to step 1507. On the other hand, if at least one of the average vehicle speed or the average moving range of the vehicle is greater than or equal to the threshold value, the process proceeds to step 1509.
- the work mode determination unit 205 determines whether or not the relative distance between the vehicle and one of the dump trucks is within a predetermined threshold value (step 1507). . At this time, the work mode determination unit 205 searches the vehicle information management table 210 for a row in which the value of the vehicle type 402 is a dump truck. Then, based on the values of latitude 403-1 and longitude 403-2 of the vehicle and the values of latitude 403-1 and longitude 403-2 registered in each retrieved row, the vehicle and each dump truck are The relative distance of is calculated. As a result, if there is at least one row in which the calculated relative distance is within a preset threshold, the process proceeds to step 1508. On the other hand, if there is no row in which the value of the vehicle type 402 is a dump truck, or if all the calculated relative distances are greater than or equal to the threshold, the process proceeds to step 1509.
- step 1507 to step 1508 the work mode determination unit 205 sets “loading” to the work mode of the vehicle (step 1508). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “loading”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “loading”.
- the work mode determination unit 205 ends the loop process for the vehicle.
- step 1509 the work mode determination unit 205 sets “other” as the work mode of the vehicle (step 1509).
- the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “other”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “other”.
- the work mode determination unit 205 ends the loop process for the vehicle.
- the work mode determination unit 205 determines whether or not the vehicle speed of the vehicle is within a predetermined range set in advance (step 1510). At this time, the work mode determination unit 205 refers to the value of the vehicle speed 402 of the row corresponding to the vehicle in the vehicle information management table 210 and acquires the vehicle speed of the vehicle. As a result, if the vehicle speed of the vehicle is within the predetermined range, the process proceeds to step 1511, and if not within the range, the process proceeds to step 1512.
- the work mode determination unit 205 sets “leveling” to the work mode of the vehicle (step 1511). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “leveling”. Further, in the vehicle information management table 210, the value of the work mode 411 of the row corresponding to the vehicle is similarly set to “leveling”. If the process of step 1511 is performed, the work mode determination part 205 will complete
- the work mode determination unit 205 sets “other” as the work mode of the vehicle (step 1512). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “other”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “other”. If the process of step 1512 is performed, the work mode determination part 205 will complete
- the work mode determination unit 205 sets “other” as the work mode of the vehicle (step 1513). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “other”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “other”. When the process of step 1513 is executed, the work mode determination unit 205 ends the loop process for the vehicle.
- FIG. 16 is a flowchart of the work mode determination for the dump truck in the second embodiment of the present invention.
- the work mode determination unit 205 starts the work mode determination for the dump truck shown in FIG. 16 (step 1600).
- the work mode determination unit 205 In the work mode determination for the dump truck, the work mode determination unit 205 first determines whether or not the relative distance between the vehicle and any shovel or wheel loader is within a predetermined first threshold value. (Step 1601). At this time, the work mode determination unit 205 searches the vehicle information management table 210 for a row in which the value of the vehicle type 402 is an excavator or a wheel loader. Then, based on the values of latitude 403-1 and longitude 403-2 of the vehicle and the values of latitude 403-1 and longitude 403-2 registered in each retrieved row, the vehicle and each shovel or wheel Calculate the relative distance to the loader.
- step 1604 if there is even one row in which the calculated relative distance is within a preset first threshold, the process proceeds to step 1604. On the other hand, if there is no row in which the value of the vehicle type 402 is an excavator or a wheel loader, or if all the calculated relative distances are greater than or equal to the first threshold value, the process proceeds to step 1602.
- step 1602 the work mode determination unit 205 checks the state of the vehicle (step 1602). At this time, the work mode determination unit 205 determines what the state of the vehicle is by referring to the vehicle state 408 of the row corresponding to the vehicle in the vehicle information management table 210. As a result, if the state of the vehicle is “loading”, the process proceeds to step 1605; otherwise, the process proceeds to step 1603.
- the work mode determination unit 205 sets the relative distance between the vehicle and each shovel or wheel loader calculated in step 1601 in advance to a value larger than the first threshold value. It is determined whether it is within the second threshold and the vehicle speed of the vehicle is within a predetermined threshold (step 1603). As a result, if there is at least one row in which the calculated relative distance is within the preset second threshold and the vehicle speed of the vehicle is within the preset speed threshold, the process proceeds to step 1606.
- step 1604 the work mode determination unit 205 sets “loading” to the work mode of the vehicle (step 1604). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “loading”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “loading”. After executing the processing of step 1604, the work mode determination unit 205 ends the dump truck work mode determination for the vehicle (step 1607).
- the work mode determination unit 205 sets “conveying” to the work mode of the vehicle (step 1605). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “conveying”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “in transit”. When the process of step 1605 is executed, the work mode determination unit 205 ends the dump truck work mode determination for the vehicle (step 1607).
- step 1606 the work mode determination unit 205 sets “standby” to the work mode of the vehicle (step 1606). At this time, the work mode determination unit 205 sets the value of the work mode 424 in the row corresponding to the vehicle in the work mode management table 211 to “waiting”. Further, the value of the work mode 411 of the row corresponding to the vehicle in the vehicle information management table 210 is similarly set to “standby”.
- step 1606 the work mode determination unit 205 ends the dump truck work mode determination for the vehicle (step 1607).
- the work mode determination unit 205 includes the own vehicle information and other vehicle information stored in the vehicle information management table 210 of the own vehicle / other vehicle information management unit 204. Based on the average vehicle speed 422 and the average movement range 423 calculated using the past history of the own vehicle information and the other vehicle information, the work being performed by the own vehicle and the other vehicle can be estimated.
- the work mode determination unit 205 further estimates the work being performed by the own vehicle and the other vehicle based on the past history of the own vehicle information and the other vehicle information. To do. Specifically, based on the history of the values of the past vehicle speed 405, latitude 403-1, longitude 403-2, and altitude 403-3 in the own vehicle information and other vehicle information, the average vehicle speed 422 of the own vehicle and other vehicles and The value of the average movement range 423 is calculated (step S1501), and based on these values, when the host vehicle and other vehicles are excavators or wheel loaders, the work is estimated (steps 1506, 1508, 1509). Since it did in this way, even when the operation management information of the own vehicle and other vehicles cannot be obtained, the work which the own vehicle and other vehicles are each performing can be estimated correctly.
- the conditions for warning for avoiding a collision are changed according to the priority of work performed by each vehicle, and work with low priority is performed.
- a warning can be given to the vehicle with priority. Therefore, it is possible to avoid collisions between vehicles without stopping work that has a large influence on the overall productivity as much as possible.
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Abstract
Description
本発明による車両衝突防止方法は、自車両の位置情報を含む自車両情報を取得し、他車両との間で無線通信を行うことで、前記自車両情報を前記他車両に送信すると共に、前記他車両の位置情報を含む他車両情報を前記他車両から受信し、前記自車両および前記他車両がそれぞれ実行中の作業に基づいて、前記自車両の優先度および前記他車両の優先度を設定し、前記自車両の優先度および前記他車両の優先度に基づいて、前記自車両と前記他車両との衝突リスクを判定するための判定アルゴリズムを変更し、変更された前記判定アルゴリズムを用いて前記自車両と前記他車両との衝突リスクをコンピュータにより判定することで、前記自車両と前記他車両との衝突を防止する。
図1は、本発明の第1の実施形態に係る車載装置の適用例である安全運転支援装置を含む安全運転支援システムの構成を示す図である。図1に示す安全運転支援システムは、車両110、120、130にそれぞれ搭載された車載装置と、運行管理センタ140から構成される。
図14は、本発明の第2の実施形態に係る車載装置の適用例である安全運転支援装置を含む安全運転支援システムの構成を示す図である。図14に示す安全運転支援システムは、図1に示した本発明の第1の実施形態による安全運転支援システムと比べて、運行管理センタ140が存在しない点と、車両110、120にそれぞれ搭載された車載装置が運行管理用端末102を備えていない点とが異なる。
日本国特許出願2015年第119094号(2015年6月12日出願)
102 運行管理用端末
103 オペレータ用ユーザI/F
104 車両制御システム
110、120、130 車両
140 運行管理センタ
201 車車間通信部
202 自車両情報取得部
203 オペレータ通知部
204 他車両情報管理部
205 作業モード判定部
206 衝突リスク判定部
207 制御信号生成部
210 車両情報管理テーブル
211 作業モード管理テーブル
212 優先度管理テーブル
Claims (10)
- 自車両の位置情報を含む自車両情報を取得する自車両情報取得部と、
他車両との間で無線通信を行うことで、前記自車両情報を前記他車両に送信すると共に、前記他車両の位置情報を含む他車両情報を前記他車両から受信する車車間通信部と、
所定の判定アルゴリズムを用いて前記自車両と前記他車両との衝突リスクを判定する衝突リスク判定部と、を備え、
前記衝突リスク判定部は、前記自車両および前記他車両がそれぞれ実行中の作業に基づいて、前記自車両の優先度および前記他車両の優先度を設定し、前記自車両の優先度および前記他車両の優先度に基づいて、前記判定アルゴリズムを変更する車載装置。 - 請求項1に記載の車載装置において、
前記自車両情報および前記他車両情報は、前記自車両および前記他車両の車種、速度、進行方向、向きおよび状態のいずれか少なくとも一つに関する情報をさらに含み、
前記自車両情報および前記他車両情報に基づいて、前記自車両および前記他車両がそれぞれ実行中の作業を推定する作業モード判定部をさらに備える車載装置。 - 請求項2に記載の車載装置において、
前記作業モード判定部は、さらに前記自車両情報および前記他車両情報の過去の履歴に基づいて、前記自車両および前記他車両がそれぞれ実行中の作業を推定する車載装置。 - 請求項2に記載の車載装置において、
前記作業モード判定部は、さらに外部から送信される前記自車両および前記他車両の運行管理の状態をそれぞれ表す運行管理情報に基づいて、前記自車両および前記他車両がそれぞれ実行中の作業を推定する車載装置。 - 請求項1に記載の車載装置において、
前記衝突リスク判定部は、前記自車両と前記他車両との衝突リスクを判定するための判定エリアを設定し、前記自車両の優先度および前記他車両の優先度に基づいて前記判定エリアの大きさを変化させることにより、前記判定アルゴリズムを変更する車載装置。 - 自車両の位置情報を含む自車両情報を取得し、
他車両との間で無線通信を行うことで、前記自車両情報を前記他車両に送信すると共に、前記他車両の位置情報を含む他車両情報を前記他車両から受信し、
前記自車両および前記他車両がそれぞれ実行中の作業に基づいて、前記自車両の優先度および前記他車両の優先度を設定し、
前記自車両の優先度および前記他車両の優先度に基づいて、前記自車両と前記他車両との衝突リスクを判定するための判定アルゴリズムを変更し、
変更された前記判定アルゴリズムを用いて前記自車両と前記他車両との衝突リスクをコンピュータにより判定することで、前記自車両と前記他車両との衝突を防止する車両衝突防止方法。 - 請求項6に記載の車両衝突防止方法において、
前記自車両情報および前記他車両情報は、前記自車両および前記他車両の車種、速度、進行方向、向きおよび状態のいずれか少なくとも一つに関する情報をさらに含み、
前記自車両情報および前記他車両情報に基づいて、前記自車両および前記他車両がそれぞれ実行中の作業を推定する車両衝突防止方法。 - 請求項7に記載の車両衝突防止方法において、
さらに前記自車両情報および前記他車両情報の過去の履歴に基づいて、前記自車両および前記他車両がそれぞれ実行中の作業を推定する車両衝突防止方法。 - 請求項7に記載の車両衝突防止方法において、
さらに外部から送信される前記自車両および前記他車両の運行管理の状態をそれぞれ表す運行管理情報に基づいて、前記自車両および前記他車両がそれぞれ実行中の作業を推定する車両衝突防止方法。 - 請求項6に記載の車両衝突防止方法において、
前記コンピュータにより、前記自車両と前記他車両との衝突リスクを判定するための判定エリアを設定し、前記自車両の優先度および前記他車両の優先度に基づいて前記判定エリアの大きさを変化させることにより、前記判定アルゴリズムを変更する車両衝突防止方法。
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EP3309769A1 (en) | 2018-04-18 |
AU2016275760A1 (en) | 2018-01-04 |
US10796577B2 (en) | 2020-10-06 |
JP6391536B2 (ja) | 2018-09-19 |
CN107615355B (zh) | 2020-08-25 |
EP3309769A4 (en) | 2019-01-23 |
JP2017004347A (ja) | 2017-01-05 |
CN107615355A (zh) | 2018-01-19 |
US20180151070A1 (en) | 2018-05-31 |
EP3309769B1 (en) | 2022-12-28 |
CA2989067A1 (en) | 2016-12-15 |
CA2989067C (en) | 2021-01-12 |
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