Monitoring system

Abstract

To provide a monitoring system capable of quickly grasping a situation of a site where such a condition that a vehicle and a worker may come into contact with each other has occurred.SOLUTION: A monitoring system 30 monitors a monitoring space where a plurality of anchors 44a is installed. The monitoring system 30 includes a positioning system 40 and a management system 50. In the positioning system 40, UWB radio waves are used to measure distances of a worker tag 41 carried by a worker working in the monitoring space and a vehicle tag 42 attached to a vehicle that is movable in the monitoring space, with respect to the anchors 44. In the management system 50, a danger area, where the vehicle and the worker may come into contact with each other, is set in the monitoring space based on the positioning results of the vehicle tag 42, and when the worker tag 41 is located in the danger area, a rail cam 52 including a camera 55 is moved, depending on the position of the worker tag 41, to a target position for photographing the worker, and an image captured by the camera 55 is displayed on a display section 62.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a surveillance system for monitoring a surveillance space such as a tunnel. [Background technology]

[0002] A monitoring system such as that described in Patent Document 1 is known as a system for ensuring the safety of workers at construction sites and the like. The monitoring system in Patent Document 1 monitors a monitored space to prevent contact between a moving vehicle and a worker. The monitoring system first determines the position of a worker tag carried by a worker relative to multiple anchors. If the position of the worker tag determined by the positioning system is inside a dangerous area where there is a possibility of contact between a vehicle and the worker, the monitoring system issues a warning to the worker carrying the worker tag. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-34869 Summary of the Invention [Problem to be solved by the invention]

[0004] In the past, when a situation arose in the monitored space where there was a possibility of contact between a vehicle and a worker, a safety manager would travel to the site to check the situation. However, since it took time for the safety manager to travel, it took time to grasp the situation at the site. [Means for solving the problem]

[0005] A monitoring system that solves the above problem is a monitoring system that monitors a monitored space in which multiple anchors are installed, and includes a positioning system that measures the distance to the multiple anchors of worker tags carried by workers working in the monitored space and vehicle tags attached to vehicles that can move through the monitored space, which are tags that can communicate with the anchors using UWB radio waves in the monitored space, and a management system that sets up dangerous areas in the monitored space where the vehicle and the worker may come into contact based on the positioning results of the vehicle tags by the positioning system, and when the worker tag positioned by the positioning system is located in the dangerous area, moves a mobile body equipped with a photographing unit to a target position for photographing the worker according to the position of the worker tag, acquires images from the mobile body, and displays the images acquired by the photographing unit on a display unit. [Effects of the Invention]

[0006] According to the present invention, it is possible to quickly grasp the situation at a site where a situation has arisen in which there is a possibility of contact between a vehicle and a worker. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a schematic diagram showing the overall configuration of a monitoring system. [Figure 2] FIG. 2 is a block diagram showing the device configuration of the monitoring system. [Figure 3] FIG. 3 is a flowchart of the process executed by the information processing device. [Figure 4] Figure 4 is a schematic diagram of a situation where a worker is outside the danger area. [Figure 5] FIG. 5 is a schematic diagram showing a state in which a worker is located inside a dangerous area and the distance between the traveling vehicle and the worker is greater than a threshold value. [Figure 6] FIG. 6 is a schematic diagram showing a state in which a worker is located inside a dangerous area and the distance between the traveling vehicle and the worker is equal to or less than a threshold value. DETAILED DESCRIPTION OF THE INVENTION

[0008] An embodiment of the monitoring system will be described below with reference to Figures 1 to 6. The monitoring system is a system for monitoring a monitored space so as to avoid contact between a vehicle that can move in the monitored space and a worker working in the monitored space.

[0009] (Overall composition) 1, the monitored space in this embodiment is, as an example, the interior of a tunnel 1 where construction is underway. Note that the monitored space may be an indoor or outdoor space where the reception environment for signals based on a global navigation satellite system (GNSS) is poor, in addition to the tunnel 1. In the tunnel 1, the tunnel axis direction is the X direction, the width direction is the Y direction, and the height direction is the Z direction.

[0010] The tunnel 1 includes a road 2 along which a traveling vehicle 10, which is an example of a vehicle that can move through a monitored space, travels, and a no-entry area into which the traveling vehicle 10 is prohibited from entering. In this embodiment, no-entry areas are provided on both sides in the Y direction of the travel path 2 extending in the X direction. A first worker passage 3A for workers 20 to pass through is provided in one of the no-entry areas. A second worker passage 3B and a belt conveyor 4 for transporting earth and sand 5 and the like are provided in the other no-entry area. As an example, the belt conveyor 4 is located between the travel path 2 and the second worker passage 3B.

[0011] At the boundary between the travel path 2 and the first worker passage 3A, entrance / exit gates 6 for workers 20 to move between the travel path 2 and the first worker passage 3A are provided at arbitrary intervals along the X direction. Access points 7 are placed in the tunnel 1 to enable wireless communication via Wi-Fi (registered trademark) between devices placed inside and outside the tunnel 1. The access points 7 are placed at various locations within the tunnel 1 so that the entire interior of the tunnel 1 is within a communication range.

[0012] A central control room 8 is provided outside the tunnel 1. In the central control room 8, devices are installed for remotely operating various devices installed inside the tunnel 1 and monitoring their operating status. A safety manager 21 is also stationed in the central control room 8. The safety manager 21 uses a monitoring system 30, which will be described later, to manage the safety of the workers 20 located inside the tunnel 1.

[0013] Tunnel 1 is equipped with rails 51 extending along the tunnel axis direction, and rail cams 52 that move along rails 51 within the tunnel 1. As an example, rails 51 are attached to the side walls of tunnel 1. Rail cam 52 has the function of photographing the interior of tunnel 1. Images photographed by rail cam 52 are displayed on display unit 62 located in central control room 8. Rail cam 52 also outputs audio toward the interior of tunnel 1 in response to input from central control room 8. Rail cam 52 is an example of a moving object equipped in management system 50, which will be described later.

[0014] (Monitoring system) The monitoring system 30 will be described below with reference to FIGS. As shown in FIG. 2, the monitoring system 30 includes a positioning system 40 and a management system 50.

[0015] The positioning system 40 includes multiple tags and multiple anchors 44. Each anchor 44 is configured to be able to communicate with the multiple tags using UWB (Ultra Wide Band) radio waves inside the tunnel 1, which is the monitored space. By using UWB radio waves, a communication environment can be established between the tags and each anchor 44 even in a space where the reception environment for signals based on the Global Navigation Satellite System (GNSS) is poor.

[0016] As shown in Figures 1 and 2, the multiple tags include a worker tag 41, a vehicle tag 42, and a mobile object tag 43. Each worker 20 in the tunnel 1 carries a worker tag 41. A vehicle tag 42 is attached to a vehicle 10 traveling in the tunnel 1. A mobile object tag 43 is attached to a rail cam 52 in the tunnel 1. Each tag has unique identification information.

[0017] 1, the anchors 44 are installed at arbitrary distances along the X direction at the boundary between the travel path 2 and the no-entry area in the Y direction. In this embodiment, the anchors 44 are placed at arbitrary distances along the X direction at the boundary between the travel path 2 and the first worker passage 3A and at the boundary between the travel path 2 and the belt conveyor 4.

[0018] The anchor 44 measures the distance to each tag based on the UWB radio waves received from each tag located within its reception range. The anchor 44 transmits the distance to each tag to an information processing device 60 (see FIG. 2) provided in the management system 50 via an access point 7 located inside the tunnel 1.

[0019] The worker tag 41 is equipped with a buzzer for sounding an alarm to the worker 20. The vehicle tag 42 is equipped with a buzzer for sounding an alarm to the operator of the traveling vehicle 10. The worker tag 41 and the vehicle tag 42 sound an alarm from the buzzer in response to input from the management system 50 via the anchor 44.

[0020] As shown in FIGS. 1 and 2 , the positioning system 40 includes an entrance / exit sensor 45. The entrance / exit sensor 45 is disposed near each entrance / exit gate 6. The entrance / exit sensor 45 uses UWB radio waves to communicate with a worker tag 41 carried by a worker 20 passing through the entrance / exit gate 6. The entrance / exit sensor 45 detects that the worker 20 has entered the runway 2 from the first worker passage 3A through the entrance / exit gate 6, and that the worker 20 has exited from the runway 2 to the first worker passage 3A through the entrance / exit gate 6. The entrance / exit sensor 45 transmits the detected entry / exit information of the worker tag 41 to the management system 50 via the access point 7.

[0021] The management system 50 comprises the above-mentioned rail cam 52 and an information processing device 60. The rail cam 52 moves on rails 51 arranged inside the tunnel 1. The information processing device 60 is arranged in a central control room 8. The rail cam 52 and the information processing device 60 are configured to be able to communicate with each other via an access point 7 arranged inside the tunnel 1.

[0022] The rail cam 52 includes a first control unit 53, a drive unit 54, a camera 55, a speaker 56, and a first communication unit 57. The first control unit 53 controls the operation of each unit included in the rail cam 52 in response to a control signal input from the information processing device 60 via the access point 7 .

[0023] The driving unit 54 has a function of moving the rail cam 52 along the rail 51 and a function of stopping the rail cam 52 at any position on the rail 51. For example, the driving unit 54 includes a tire that runs along a groove formed in the rail 51, a motor that drives the tire, and a brake that stops the movement of the rail cam 52 relative to the rail 51.

[0024] The camera 55 is an example of a photographing unit that captures images of the interior of the tunnel 1. The images captured by the camera 55 are transmitted to the information processing device 60 via the access point 7. The speaker 56 outputs audio input from the information processing device 60 toward the interior of the tunnel 1. The first communication unit 57 is responsible for communication between the rail cam 52 and the information processing device 60 via the access point 7.

[0025] 1 and 2, the management system 50 further includes a first light-emitting device 58 and a second light-emitting device 59. The first light-emitting devices 58 are arranged at predetermined intervals in the X direction inside the tunnel 1. As an example, the first light-emitting devices 58 are provided at each of the entrances 6 arranged intermittently along the X direction (see FIG. 1). The second light-emitting device 59 is arranged in a position visible from the driver's seat in the traveling vehicle 10.

[0026] The first light-emitting device 58 and the second light-emitting device 59 are configured to be able to receive control signals from an information processing device 60 via an access point 7 arranged inside the tunnel 1. The first light-emitting device 58 and the second light-emitting device 59 change their lighting state in response to the control signal from the information processing device 60. The first light-emitting device 58 and the second light-emitting device 59 are, for example, rotating lights.

[0027] As shown in FIG. 2, the information processing device 60 includes a second control unit 61, a display unit 62, a storage unit 63, a remote control unit 64, and a second communication unit 65. The second control unit 61 executes various processes in the information processing device 60. The second control unit 61 includes a processor, such as a CPU or an MPU, that executes various processes using software. The display unit 62 is a display or the like that displays various information.

[0028] The storage unit 63 includes a temporary memory and a non-volatile memory. The temporary memory temporarily stores data processed by the information processing device 60. The temporary memory is, for example, a RAM. The non-volatile memory is, for example, a flash memory, an HDD, or an SSD.

[0029] The remote control unit 64 is a controller that allows an operator to remotely operate the rail cam 52 placed inside the tunnel 1 from the central control room 8. The operator is, for example, the safety manager 21. The second control unit 61 transmits a control signal to the rail cam 52 via the access point 7 in response to an input from the remote control unit 64.

[0030] The second communication unit 65 communicates with the positioning system 40, rail cam 52, first light-emitting device 58, and second light-emitting device 59 located inside the tunnel 1 via the access point 7. In addition to the above configuration, the information processing device 60 also includes input devices such as a keyboard and a pointing device for the safety manager 21 to operate the information processing device 60.

[0031] A coordinate system corresponding to the internal space of the tunnel 1, which is the monitored space, is stored in the storage unit 63. In the coordinate system, the positions of the anchors 44 arranged inside the tunnel 1 are set.

[0032] 1, a drivable area A1 in which the traveling vehicle 10 can travel and a non-drivable area A2 in which the traveling vehicle 10 cannot travel are set in advance in the coordinate system. For example, in the coordinate system, the drivable area A1 is set based on the position of an anchor 44 set in the coordinate system.

[0033] In this embodiment, the area between the anchor 44 located at the boundary between the travel path 2 and the first worker passage 3A and the anchor 44 located at the boundary between the travel path 2 and the belt conveyor 4 is set as the travelable area A1. In addition, the area other than the travelable area A1 is set as the non-travelable area A2. In other words, the travelable area A1 corresponds to the travel path 2. The non-travelable area A2 corresponds to the no-entry area.

[0034] The drivable area A1 is formed by unit areas A4, each surrounded by lines connecting multiple anchors 44, lined up consecutively in the X direction. In this embodiment, the unit area A4 has a quadrilateral shape with four anchors 44 connected. That is, an anchor 44 is located at each vertex of the quadrilateral unit area A4. The anchors 44 located at each vertex of the unit area A4 are configured to be able to communicate with tags at least throughout the unit area A4. Therefore, the distance of a tag located in each unit area A4 of the drivable area A1 from at least the anchors 44 located at each vertex of the unit area A4 is measured.

[0035] 2, the second control unit 61 functions as a positioning data processing unit 61A by executing a positioning data processing program stored in the storage unit 63. The positioning data processing unit 61A calculates the position of each tag in the coordinate system stored in the storage unit 63 based on the distance from each anchor 44 to each tag transmitted. The positioning data processing unit 61A executes a process of calculating the position of each tag relative to the multiple anchors 44 for both the travelable area A1 and the non-travelable area A2.

[0036] Furthermore, the positioning data processing unit 61A may determine whether the worker tag 41 is located in the drivable area A1 or the non-drivable area A2 based on the detection results of the entrance / exit sensor 45. According to this processing, even if the worker tag 41 is located near the boundary between the drivable area A1 and the non-drivable area A2, for example, it is possible to more accurately determine whether the worker tag 41 is located in the drivable area A1 or the non-drivable area A2.

[0037] 2, the second control unit 61 functions as an alarm processing unit 61B by executing an alarm processing program stored in the storage unit 63. The alarm processing unit 61B sets a danger area A3 (see FIG. 1) where there is a possibility of contact between the traveling vehicle 10 and the worker 20 in the coordinate system of the tunnel 1, based on the positioning result of the vehicle tag 42 by the positioning data processing unit 61A.

[0038] 1, the alarm processing unit 61B sets a danger area A3 based on the position, traveling speed, and traveling direction of the vehicle tag 42 calculated by the positioning data processing unit 61A. As an example, the alarm processing unit 61B sets, as the danger area A3, an area of ​​a circle having a radius of the danger distance DX1 centered on the vehicle tag 42 in the travel direction of the traveling vehicle 10.

[0039] Furthermore, the warning processing unit 61B sets the danger area A3 so that the danger distance DX1 increases as the traveling speed of the traveling vehicle 10 increases. For example, various conditions for setting the danger area A3, such as the correspondence between the traveling speed of the traveling vehicle 10 and the danger distance DX1, are stored in the storage unit 63.

[0040] Furthermore, the alarm processing unit 61B performs alarm processing when the worker tag 41 is located in the danger area A3 based on the positioning result of the worker tag 41 by the positioning data processing unit 61A. By performing the alarm processing, the operator of the traveling vehicle 10 and the worker 20 carrying the worker tag 41 located in the danger area A3 are notified that the worker 20 is located in the danger area A3.

[0041] As an alarm processing, the alarm processing unit 61B, for example, generates an alarm sound from the buzzer of the worker tag 41 located in the dangerous area A3 and the buzzer of the vehicle tag 42 according to the distance from the vehicle tag 42 to the worker tag 41.

[0042] Additionally, as part of the alarm processing, the alarm processing unit 61B changes the first light-emitting device 58 located inside or near the danger area A3 and the second light-emitting device 59 attached to the traveling vehicle 10 from a normal state to a lighting state for an alarm. Note that normal state refers to a state in which the worker tag 41 is not located in the danger area A3.

[0043] For example, the normal state is a state in which the light is lit in a first color (e.g., green) or a state in which the light is off. The light state during an alarm is a state in which the light is lit in a second color (e.g., yellow) or a third color (e.g., red). For example, the alarm processing unit 61B changes the light state of the first light-emitting device 58 and the second light-emitting device 59 depending on the distance from the vehicle tag 42 to the worker tag 41.

[0044] 2, the second control unit 61 functions as a safety management unit 61C by executing a safety management program stored in the memory unit 63. When the worker tag 41 is located in the dangerous area A3, the safety management unit 61C moves the rail cam 52 to a target position corresponding to the position of the worker tag 41 based on the positioning result of the worker tag 41 by the positioning data processing unit 61A.

[0045] The target position is a position where the camera 55 of the rail cam 52 is used to capture an image of the worker 20 carrying the worker tag 41 located in the dangerous area A3. The target position is, for example, any position on the rail 51 within a predetermined distance from the coordinates of the worker tag 41 located in the dangerous area A3. As an example, the target position is set to a position where the camera 55 of the rail cam 52 can capture an image of the worker 20 carrying the worker tag 41, based on the positioning results of the worker tag 41 by the positioning data processing unit 61A. Note that the target position may be any position where the safety manager 21 can adjust the position and angle remotely to capture an image of the worker 20 carrying the worker tag 41 located in the dangerous area A3.

[0046] Then, the safety management unit 61C uses the camera 55 of the rail cam 52 to acquire an image of the interior of the tunnel 1, including the position of the worker tag 41. The image acquired by the camera 55 is displayed on the display unit 62 arranged in the central control room 8. This allows the safety manager 21 to quickly grasp from the central control room 8 the situation at the site where a situation has arisen in which there is a possibility of contact between the traveling vehicle 10 and the worker 20.

[0047] The display unit 62 includes a positioning data display unit 62A and a video display unit 62B. The positioning data display unit 62A displays how the positions of objects corresponding to each tag calculated by the positioning data processing unit 61A are updated in real time in a coordinate system corresponding to the internal space of the tunnel 1. The video display unit 62B displays images captured by the camera 55 of the rail cam 52 as real-time video.

[0048] (Processing executed by information processing device 60) The following describes a series of processes executed by the information processing device 60 in the monitoring system 30. Note that this series of processes is repeatedly executed.

[0049] 3, the positioning data processing unit 61A of the information processing device 60 calculates the position of each tag inside the tunnel 1 based on the distance to each tag transmitted by the anchor 44 (step S1). The positioning data processing unit 61A displays on the display unit 62 an image in which objects indicating the position of each tag are arranged in a coordinate system corresponding to the interior of the tunnel 1.

[0050] The alarm processing unit 61B determines whether or not there is a traveling vehicle 10 traveling in the travelable area A1 based on the positioning result of the vehicle tag 42 by the positioning data processing unit 61A (step S2). If there is no traveling vehicle 10 traveling in the travelable area A1 (step S2: NO), the information processing device 60 ends the series of processes. On the other hand, if there is a traveling vehicle 10 traveling in the travelable area A1 (step S2: YES), the alarm processing unit 61B calculates the traveling direction and traveling speed of the traveling vehicle 10 based on the coordinate change per unit time of the vehicle tag 42 (step S3).

[0051] Next, the alarm processing unit 61B sets a danger distance DX1 based on the calculated traveling speed (step S4). Next, the alarm processing unit 61B sets a danger area A3 (step S5). Specifically, the alarm processing unit 61B sets, with respect to the drivable area A1, an area on the traveling direction side of the traveling vehicle 10 acquired in step S3 and within the danger distance DX1 set in step S4, based on the central vehicle tag 42, as the danger area A3. This makes it possible to avoid false warnings to the worker 20 who is on the opposite side of the traveling direction of the traveling vehicle 10. Furthermore, it is possible to warn the worker 20 taking into account the braking distance of the traveling vehicle 10.

[0052] Next, the alarm processing unit 61B determines whether or not the worker 20 is in the danger area A3 based on the coordinates of the worker tag 41 calculated in step S1 and the danger area A3 set in step S5 (step S6). If the worker tag 41 is not present in the danger area A3 (step S6: NO), the information processing device 60 ends the series of processes.

[0053] On the other hand, if the worker tag 41 is present in the danger area A3 (step S6: YES), the alarm processing unit 61B determines whether the distance between the worker tag 41 present in the danger area A3 and the vehicle tag 42 is equal to or less than a threshold value (step S7). The threshold value is stored in the memory unit 63. Note that the threshold value is smaller than the danger distance DX1.

[0054] If the distance between the worker tag 41 and the vehicle tag 42 in the dangerous area A3 is greater than the threshold (step S7: NO), the alarm processor 61B executes a first alarm process (step S8). If the distance between the worker tag 41 and the vehicle tag 42 in the dangerous area A3 is equal to or less than the threshold (step S7: YES), the alarm processor 61B executes a second alarm process (step S9).

[0055] The first and second warning processes will now be described with reference to Figures 4 to 6. Figure 4 shows a state in which a worker 20 positioned on the travel path 2 is outside the danger area A3. Figures 5 and 6 show a state in which a worker 20 positioned on the travel path 2 is in the danger area A3.

[0056] 4, for example, when the distance between the traveling vehicle 10 traveling on the traveling path 2 and the worker 20 located on the traveling path 2 is a first distance D1 that is greater than the danger distance DX1, it is determined in step S6 that the worker 20 is not in the danger area A3. In this case, neither the first alarm process nor the second alarm process is performed.

[0057] At this time, no processing is performed to emit an alarm sound from the worker tag 41 carried by the worker 20 or the vehicle tag 42 attached to the traveling vehicle 10. In addition, the first light-emitting device 58 and the second light-emitting device 59 are lit in a first color, which indicates that the worker tag 41 is not located in the danger area A3.

[0058] 5, for example, when the worker 20 is located in the danger area A3 and the distance between the traveling vehicle 10 and the worker 20 is a second distance D2 that is greater than the threshold value of step S7, the warning processor 61B performs the first warning process of step S8. Note that the second distance D2 is equal to or less than the danger distance DX1.

[0059] As the first alarm processing, the alarm processing unit 61B changes the lighting state of the first light-emitting device 58 and the second light-emitting device 59 from a first color to a second color via the access point 7 and the anchor 44. The second color indicates that the worker tag 41 is located in the danger area A3 and the distance between the worker tag 41 and the vehicle tag 42 is greater than the threshold value.

[0060] As a result, the alarm processing unit 61B notifies the operator of the traveling vehicle 10 and the worker 20 carrying the worker tag 41 located in the danger area A3 that the worker 20 is located in a position within the danger area A3 relatively far from the traveling vehicle 10. Note that the first alarm processing does not involve processing to generate an alarm sound from the worker tag 41 carried by the worker 20 or the vehicle tag 42 attached to the traveling vehicle 10.

[0061] As shown in FIG. 6, for example, when the worker 20 is located in a dangerous area A3 and the distance between the traveling vehicle 10 and the worker 20 is a third distance D3 that is equal to or less than the threshold value in step S7, a second warning process is executed in step S9.

[0062] As the second alarm processing, the alarm processing unit 61B changes the lighting state of the first light-emitting device 58 and the second light-emitting device 59 from the second color to the third color via the access point 7 and the anchor 44. The third color indicates that the worker tag 41 is located in the danger area A3 and the distance between the worker tag 41 and the vehicle tag 42 is equal to or less than the threshold value.

[0063] In addition, as a second alarm processing, the alarm processing unit 61B generates an alarm sound from the worker tag 41 carried by the worker 20 and the vehicle tag 42 attached to the traveling vehicle 10 via the access point 7 and the anchor 44.

[0064] Through these processes, the alarm processing unit 61B notifies the operator of the moving vehicle 10 and the worker 20 carrying the worker tag 41 located in the dangerous area A3 that the worker 20 is located relatively close to the moving vehicle 10 within the dangerous area A3.

[0065] 3, after the second alarm processing in step S9 is performed, the safety management unit 61C moves the rail cam 52 to a target position corresponding to the position of the worker tag 41 located in the dangerous area A3 (step S10). Then, after the rail cam 52 reaches the target position, the safety management unit 61C uses the camera 55 of the rail cam 52 to photograph the worker 20 carrying the worker tag 41 located in the dangerous area A3 (step S11).

[0066] 6, when the distance between the worker tag 41 and the vehicle tag 42 is equal to or less than a threshold, the rail cam 52 moves to a target position near the worker tag 41, and then the camera 55 of the rail cam 52 starts photographing the worker 20 carrying the worker tag 41. The safety management unit 61C confirms that the rail cam 52 has reached the target position based on the positioning results of the mobile tag 43 (not shown in FIG. 6) by the positioning data processing unit 61A.

[0067] The safety management unit 61C then displays in real time the images captured by the camera 55 of the rail cam 52 on the display unit 62 of the central control room 8. This allows the safety manager 21 in the central control room 8 to monitor the status of the worker 20 who is located relatively close to the traveling vehicle 10 within the danger area A3.

[0068] At this time, the safety manager 21 can remotely operate the rail cam 52 by operating the remote control unit 64, for example, by moving the rail cam 52 or adjusting the angle and zoom magnification of the camera 55. Furthermore, the safety manager 21 can output audio to the worker 20 via a speaker 56 provided on the rail cam 52 by operating the remote control unit 64. For example, the safety manager 21 may output the voice of the safety manager 21 from the speaker 56 via a microphone provided in the remote control unit 64, or may output audio data pre-stored in the storage unit 63 from the speaker 56.

[0069] After the safety manager 21 confirms that the worker 20 has evacuated from the danger area A3 based on the display on the positioning data display unit 62A and the image on the image display unit 62B, he or she stops taking pictures with the camera 55. With the above procedure, the information processing device 60 ends the series of processes.

[0070] [Effects of the embodiment] (1) In the monitoring system 30, when a situation arises in which there is a possibility of contact between the traveling vehicle 10 and the worker 20, the rail cam 52 moves to a target position corresponding to the position of the worker 20 and acquires an image. The image acquired by the camera 55 of the rail cam 52 is then displayed as a real-time video on the display unit 62. This allows the safety manager 21 to quickly and remotely grasp the situation at the site where there is a possibility of contact between the traveling vehicle 10 and the worker 20 by checking the video displayed on the display unit 62.

[0071] (2) The rail cam 52 is equipped with a speaker 56 that outputs sound into the tunnel 1, which is the monitored space. This allows the safety manager 21 to use the speaker 56 of the rail cam 52 that has moved to the target position to quickly and remotely call out to the workers 20 located in the danger area A3, verbally warn them, and provide safety instructions.

[0072] (3) The positioning system 40 measures the distances of the mobile tag 43 attached to the rail cam 52 to the multiple anchors 44. This allows the safety management unit 61C to confirm that the rail cam 52 has reached the target position.

[0073] (4) The anchor 44 is placed at the boundary between the passable area A1 and the non-passable area A2. This allows the passable area A1 and the non-passable area A2 to be set in a coordinate system corresponding to the interior of the tunnel 1, with the anchor 44 as the boundary.

[0074] (5) The drivable area A1 is formed by a series of unit areas A4, each surrounded by lines connecting multiple anchors 44. Therefore, the distance of a tag located in the drivable area A1 is measured from at least the anchors 44 located at each vertex of the unit area A4. This allows the positioning data processing unit 61A to calculate the position of a tag located in the drivable area A1 with higher accuracy.

[0075] (6) The management system 50 includes a remote control unit 64 that allows the safety manager 21 to remotely operate the rail cam 52. The remote control unit 64 allows the rail cam 52, which has been moved to a target position, to be further moved to any desired position. The camera 55's shooting angle, zoom magnification, and the like can also be remotely adjusted. The remote control unit 64 also includes a microphone for inputting audio into the speaker 56 of the rail cam 52, allowing the safety manager 21's voice to be output from the speaker 56.

[0076] (7) The rail cam 52 moves through the tunnel 1 along the rails 51 that are provided along the tunnel axis. Therefore, the rail cam 52 can move to a target position simply by moving forward or backward along the rails 51.

[0077] (8) The driving unit 54 of the rail cam 52 includes a tire that runs along a groove formed in the rail 51, a motor that drives the tire, and a brake that stops the movement of the rail cam 52 relative to the rail 51. With this configuration, the rail cam 52 can be moved to any position on the rail 51 even if the rail 51 is inclined in the vertical direction.

[0078] (9) The positioning system 40 is equipped with an entry / exit sensor 45 that detects when the worker 20 enters the driveway 2 from the first worker passage 3A through the entrance / exit 6, and when the worker 20 exits the driveway 2 to the first worker passage 3A through the entrance / exit 6. This allows the positioning data processing unit 61A to more accurately determine whether the worker tag 41 is located in the drivable area A1 or the non-drivable area A2, based on the detection result of the entry / exit sensor 45.

[0079] (10) The worker tag 41 is equipped with a buzzer for sounding an alarm to the worker 20. As a result, by sounding an alarm from the worker tag 41 located in the dangerous area A3, the worker 20 carrying the worker tag 41 can be notified that the worker 20 is located in the dangerous area A3. Similarly, the vehicle tag 42 is equipped with a buzzer for sounding an alarm to the operator of the moving vehicle 10. As a result, when the worker tag 41 is located in the dangerous area A3, by sounding an alarm from the vehicle tag 42, the operator of the moving vehicle 10 can be notified that a worker 20 is present in front of the moving vehicle 10.

[0080] (11) When the worker tag 41 is located in the dangerous area A3, the lighting state of the first light-emitting device 58 placed inside the tunnel 1 can be changed to notify the worker 20 located inside the tunnel 1 that the traveling vehicle 10 is approaching. Similarly, when the worker tag 41 is located in the dangerous area A3, the lighting state of the second light-emitting device 59 provided on the traveling vehicle 10 can be changed to notify the operator of the traveling vehicle 10 that the worker 20 is ahead of the traveling vehicle 10.

[0081] (12) In this embodiment, when the worker tag 41 is located in the dangerous area A3, if the distance between the worker tag 41 and the vehicle tag 42 is equal to or less than a threshold, the rail cam 52 moves to the site and takes a picture of the site. This makes it possible to check the site using the rail cam 52 when there is a relatively high risk of contact between the traveling vehicle 10 and the worker 20.

[0082] [Example of change] The above embodiment can be modified as follows: The following modifications can be implemented in combination with each other within the scope of technical compatibility.

[0083] In the positioning system 40, the method of identifying the position of the rail cam 52 is not limited to using the mobile tag 43. In this case, the rail cam 52 may be equipped with an instrument such as a wheel sensor for measuring the current position of the rail cam 52 relative to the entire length of the rail 51.

[0084] Instead of or in addition to the speaker 56 provided on the rail cam 52, fixed speakers equivalent to the speaker 56 may be placed at predetermined intervals inside the tunnel 1. In this case, the information processing device 60 only needs to be equipped with a configuration for outputting sound from the fixed speakers.

[0085] The anchors 44 are not limited to being placed at the boundary between the travel path 2 and the no-entry area in the Y direction. For example, the anchors 44 may be placed at a position offset by a predetermined distance from the boundary between the travel path 2 and the no-entry area. In this case, in the coordinate system of the tunnel 1, the boundary between the travelable area A1 and the non-travelable area A2 is set at a position offset by the distance from the anchor 44 to the boundary between the travel path 2 and the no-entry area, based on the coordinates of the anchor 44. Furthermore, the anchors 44 do not need to be placed in a row on both ends of the travel path 2 in the Y direction; for example, they may be placed in only one row along the travel path 2. Even in this case, the positioning data processing unit 61A can calculate the position of each tag based on the distance from the multiple anchors 44 to each tag.

[0086] The management system 50 may omit the remote control unit 64 that allows the safety manager 21 to remotely operate the rail cam 52. In this case, the safety management unit 61C only performs the process of moving the rail cam 52 to the target position, the process of photographing the worker 20 using the camera 55 of the rail cam 52 that has reached the target position, and the process of automatically executing these operations according to a predetermined program.

[0087] In this embodiment, the rail cam 52 that moves along the rail 51 is exemplified as the moving body. However, the present invention is not limited to this, and the moving body may be configured to travel on a dedicated lane or a travel path 2 provided in the tunnel 1. The moving body may also be a drone. In this case, the drive unit 54 has a structure for flight, such as a propeller, instead of a structure for travel, such as tires.

[0088] The alarm processing unit 61B may determine whether the worker tag 41 is located in the drivable area A1 or the non-drivable area A2 based on the coordinates of the worker tag 41 calculated by the positioning data processing unit 61A, regardless of the detection result of the entrance / exit sensor 45. In this case, the entrance / exit sensor 45 may be omitted.

[0089] Instead of or in addition to the buzzer on the worker tag 41, fixed buzzers may be installed at predetermined intervals inside the tunnel 1, and an alarm may be issued from a fixed buzzer located near the coordinates of the worker tag 41 located in the danger area A3. Also, as an alarm to the worker 20, the buzzer alarm may be omitted, and only an alarm from the first light-emitting device 58 located inside the tunnel 1 may be issued. Similarly, as an alarm to the operator of the traveling vehicle 10, the buzzer alarm on the vehicle tag 42 may be omitted, and only an alarm from the second light-emitting device 59 installed on the traveling vehicle 10 may be issued.

[0090] As an alert to the worker 20, the alert by the first light-emitting device 58 may be omitted, and only the alert by the buzzer of the worker tag 41 may be issued. Similarly, as an alert to the operator of the traveling vehicle 10, the alert by the second light-emitting device 59 may be omitted, and only the alert by the buzzer of the vehicle tag 42 may be issued. Furthermore, changing the lighting state of the first light-emitting device 58 and the second light-emitting device 59 is not limited to changing the color of the light, and may be switching between lighting and extinguishing, or switching from a continuously lighting state or an extinguishing state to a flashing state.

[0091] The management system 50 may be configured to perform only one of the first alarm processing and the second alarm processing, regardless of the distance between the worker tag 41 and the vehicle tag 42. When the worker tag 41 is located in the dangerous area A3, the safety management unit 61C may execute the processes of steps S10 and S11 regardless of the distance between the worker tag 41 and the vehicle tag 42.

[0092] The display unit 62 does not necessarily need to display the image captured by the camera 55 as a video. For example, the display unit 62 may display the image captured by the camera 55 as a still image. The alarm processing unit 61B acquires the traveling direction of the traveling vehicle 10 based on a change in the coordinates of the vehicle tag 42. However, the alarm processing unit 61B may acquire an operation signal of an operation lever of the traveling vehicle 10 and acquire the traveling direction based on the acquired operation signal.

[0093] The danger area A3 may be of the same size regardless of the traveling speed of the traveling vehicle 10. The danger area A3 may be set not only in the traveling direction of the traveling vehicle 10, but also in an area on the opposite side of the traveling direction.

[0094] [Note] According to the above embodiment and its modifications, the following technical ideas can be further derived. (Appendix 1) The management system includes a controller for a pilot to remotely control the mobile unit. The monitoring system of claim 1.

[0095] (Appendix 2) the monitored space includes a drivable area in which the vehicle can travel and a non-drivable area in which the vehicle cannot travel, The management system sets the dangerous area in the travelable area, The positioning system includes an entrance / exit sensor that detects the worker moving from the drivable area to the non-drivable area and the worker moving from the non-drivable area to the drivable area. The monitoring system of claim 1.

[0096] (Appendix 3) The moving body is a rail cam that moves along a rail provided in the monitoring space. The monitoring system of claim 1. [Explanation of symbols]

[0097] A1...drivable area, A2...non-drivable area, A3...dangerous area, A4...unit area, D1...first distance, D2...second distance, D3...third distance, DX1...dangerous distance, S1~S11...step, 1...tunnel, 2...travel path, 3A...first worker passage, 3B...second worker passage, 4...belt conveyor, 5...earth and sand, 6...entrance and exit, 7...access point, 8...central control room, 10...traveling vehicle, 20...worker, 21...safety manager, 30...monitoring system, 40...positioning system, 41...worker tag, 42...vehicle tag , 43...mobile tag, 44...anchor, 45...entrance / exit sensor, 50...management system, 51...rail, 52...rail cam, 53...first control unit, 54...drive unit, 55...camera, 56...speaker, 57...first communication unit, 58...first light-emitting device, 59...second light-emitting device, 60...information processing device, 61...second control unit, 61A...positioning data processing unit, 61B...alarm processing unit, 61C...safety management unit, 62...display unit, 62A...positioning data display unit, 62B...video display unit, 63...memory unit, 64...remote control unit, 65...second communication unit.

Claims

1. A surveillance system for monitoring a surveillance space in which a plurality of anchors are installed, a positioning system that measures the distances of worker tags carried by workers working in the monitored space and vehicle tags attached to vehicles that can move in the monitored space, the worker tags being tags capable of communicating with the anchors using UWB radio waves in the monitored space, to the plurality of anchors; a management system that sets a danger area in the monitored space where there is a possibility of contact between the vehicle and the worker based on the positioning result of the vehicle tag by the positioning system, and when the worker tag positioned by the positioning system is located in the danger area, moves a mobile body equipped with an image capturing unit to a target position for capturing an image of the worker according to the position of the worker tag, acquires an image from the mobile body, and displays the image acquired by the image capturing unit on a display unit. Surveillance system.

2. The moving body is provided with a speaker that outputs sound to the monitored space. The monitoring system of claim 1 .

3. The positioning system measures the distances of a mobile object tag attached to the mobile object to the plurality of anchors.

3. A monitoring system according to claim 1 or 2.

Images