JP2008191841A - Operating state analysis system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To analyze an operating state of a towing vehicle and of an operator who operates the towing vehicle. <P>SOLUTION: An operating state analysis system for analyzing the operating states of the towing vehicle 6 and of the operator 9 who operates the towing vehicle is equipped with: a first tag 1 installed in a towing vehicle; a second tag 2 carried by the operator; and a state analyzing means 51 for detecting the first tag and the second tag through antennas 5a to 5h, and for analyzing the operating state of the towing vehicle and of the operator based on the positional relation of the first tag and the second tag. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an operation state analysis system, and more particularly to an operation state analysis system that analyzes an operation state based on position information of a towing vehicle and a worker who operates the towing vehicle.

  2. Description of the Related Art In recent years, a method of detecting the position or operating state of a vehicle traveling on a road by using a GPS (Global Positioning System) or a method of detecting wheel rotation has been used. If this vehicle is a transport vehicle that includes a connecting portion that is connected to, for example, an automobile (towing vehicle) and transports loads loaded on a plurality of connected towed vehicles, GPS is used to increase the efficiency of the transport process. Or the efficiency of transportation processing is achieved by the method of detecting rotation of a wheel. A position providing system for improving the efficiency of the transportation process is described in Patent Document 1.

  FIG. 5 shows a position providing system described in Patent Document 1. The position providing system 300 includes a position detection device 301 mounted on a towed vehicle 308 towed by a vehicle 307 such as an automobile, and a position providing device 302 connected to a computer 303. The position detection device 301 and the position providing device 302 are transmitted and received by wireless communication.

  The control unit 305 of the position detection device 301 receives a radio wave transmitted from the GPS satellite 304 by a GPS receiver (not shown), and acquires the current position of the towed vehicle 308 based on the radio wave. The travel detection sensor 306 built in the position detection device 301 is a sensor that detects the rotation of the wheel of the towed vehicle 308, and the operation state (running state and stop state) of the towed vehicle 308 is detected by detecting the rotation of the wheel. ) Is detected. Then, the computer 303 collectively grasps position information and operation states of a plurality of towed vehicles moving through various places acquired by the position providing device 302. As described above, in the position providing system described in Patent Document 1, the efficiency of transportation work is improved by acquiring the position information and operation states of a plurality of towed vehicles.

  However, with the technique described in Patent Document 1, it is difficult to analyze more detailed operations or work states such as cargo handling and traffic jams in addition to running and stopping when carrying work indoors. In the distribution on the premises (indoor), the transportation work is performed in a very short span as compared with the outdoors. Therefore, time restrictions are more severe, and it is difficult to improve and improve efficiency without carrying out more detailed operations and work analysis such as cargo handling and traffic jams in addition to running and stopping.

Furthermore, in the technique described in Patent Document 1, since the position detection and the running state detection are performed independently, it is necessary to provide separate device sensors, and it is difficult to reduce costs. In addition, there is no single towed vehicle (towed cart) for indoor transportation work, and usually about 4 to 10 vehicles are normally used, and it is costly to install a large travel detection sensor on each vehicle. It is extremely difficult even if it considers from a surface.
Japanese Patent Laid-Open No. 2004-302689

  As described above, in the conventional position providing system, it is very difficult to analyze the detailed operation state or work state.

  The present invention has been made to solve such a problem, and an object thereof is to analyze a towing vehicle and an operation state of an operator who operates the towing vehicle.

  An operation state analysis system according to the present invention is an operation state analysis system that analyzes an operation state of a tow vehicle and an operator who operates the tow vehicle, the first tag installed in the tow vehicle, and the work A second tag held by a person, and the first tag and the second tag are detected via an antenna, and the tow vehicle and the second tag are detected based on a positional relationship between the first tag and the second tag. It is characterized by comprising state analysis means for analyzing the operating state of the worker.

  According to the operation state analysis system configured as described above, it is possible to analyze the tow vehicle and the operation state of the operator who operates the tow vehicle.

  In addition, the state analysis unit according to the present invention detects the first tag and the second tag via an antenna and acquires respective position information, and the position information acquired by the detection unit. Further, the present invention has an analysis unit that obtains a positional relationship between the first tag and the second tag and analyzes the operating states of the towing vehicle and the worker based on the positional relationship. With this configuration, current vehicles such as traveling, cargo handling, traffic jams, and parking are based on the detected positional relationship between the tow vehicle and the two tags installed on the worker (position and amount of movement determined from the position). It is possible to analyze the operating state of Therefore, it is possible to accumulate data such as how much time is required for each operation or work, or how much time is required only by going around the course once.

  Further, the antenna according to the present invention has a predetermined communication range, and the detection unit detects whether the first tag and the second tag are detected according to whether the first tag and the second tag are detected. The position information of the second tag is acquired. With such a configuration, it is possible to analyze the towing vehicle in a specific work area and the operating state of the operator who operates the towing vehicle.

  The operating state analysis system according to the present invention further includes a third tag installed in the towed vehicle towed by the towed vehicle, and identification information of a load loaded on the towed vehicle. And a storage unit for storing the identification information of the third tag in association with each other. With such a configuration, it is possible to determine what is being handled for each towed vehicle and to analyze the cargo handling time for each type of cargo.

  Further, the state analysis means according to the present invention includes a state including a traffic jam state and a traveling state depending on whether or not a distance between the first tag and the second tag is within a first threshold. It is characterized by discriminating between a cargo handling state and a state including a parking state. With such a configuration, it is possible to determine whether the operation state is a traveling state, a traffic jam state, a cargo handling state, or a parking state.

  Further, the motion analysis means according to the present invention is configured to move the first tag and the second tag when the distance between the first tag and the second tag is within the first threshold. According to whether the amount is within the second threshold or not, it is determined whether it is in a traffic jam state or a running state. With such a configuration, it is possible to determine whether the operation state is a traveling state or a traffic jam state.

  Further, the state analysis means according to the present invention further includes a third threshold that is greater than the first threshold when the distance between the first tag and the second tag is longer than the first threshold. It is characterized by discriminating whether it is a cargo handling state or a parking state according to whether it is. With such a configuration, it is possible to determine whether the operation state is a cargo handling state or a parking state.

  In addition, the operation state analysis system according to the present invention further includes a fourth tag installed in the last towed vehicle towed by the towed vehicle, and the state analyzing means includes the fourth tag The tag is detected via an antenna, and the third threshold value is determined based on a positional relationship between the first tag and the fourth tag. With such a configuration, the definition of the third threshold value can be determined based on the positional relationship between the tag 1 installed in the towing vehicle and the fourth identification unit installed at the end of the towing vehicle. is there. That is, since the third threshold value can be defined more accurately, the determination at the time of cargo handling or parking can be made more accurately and easily.

  It is possible to analyze the operating state of the towing vehicle or the operator based on the positional relationship between the tag installed on the towing vehicle and the tag held by the operator.

Embodiment 1 of the Invention
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an operation state analysis system according to Embodiment 1 of the present invention. As shown in FIG. 1, an operation state analysis system 100 according to the present embodiment includes tags 1 to 4, antennas 5 a to 5 h, and a state analysis device 51. The state analysis device 51 is configured by a computer having a CPU, ROM, RAM, HDD, and the like, for example, and includes a detection unit 511, an analysis unit 512, a storage unit 513, and an output unit 514. The operating state analysis system 100 is provided indoors, but may be provided outdoors.

  The tag 1 is installed in a towing vehicle 6 for towing a plurality of towing vehicles including a towing vehicle 7 and a towing vehicle 8 corresponding to the last towing vehicle. The tag 2 is held by an operator 9 who operates the towing vehicle 6. The tag 3 is installed in a towed vehicle 7 towed by a towed vehicle 6. The tag 4 is installed on the last towed vehicle 8. The tags 1 to 4 are, for example, RFID tags, and include a memory in which information such as its own identification code is stored and a wireless IC chip having a transmission / reception means.

  The antennas 5 a to 5 h are fixed transmission / reception devices that detect the tags 1 to 4 and output them to the state analysis device 51. The communication range of the antennas 5a to 5h is assumed to be the entire area shown in FIG. As means for performing transmission / reception between the tags 1 to 4 and the antennas 5a to 5h, any means such as wireless, infrared, or ultrasonic waves may be used. However, the first embodiment describes a case where the positions of the tag 1 and the tag 2 are detected using a wireless LAN. The detection unit 511 of the state analysis device 51 detects the tags 1 to 4 via the antennas 5a to 5h. Moreover, the detection part 511 calculates | requires the transmission / reception time of the tag 1 or the tag 2, and each antenna 5a-5h, converts time into distance, and measures position information on the principle of a 3 side survey. The position information in this case is assumed to be two-dimensional information. For example, when the position information of the tag 2 held by the worker 9 in the cargo handling state is obtained, the transmission / reception time between the antenna 5b and the tag 2 and the transmission / reception time between the antenna 5c and the tag 2 are measured. The transmission / reception time between the antenna 5b and the tag 2 and the transmission / reception time between the antenna 5c and the tag 2 are converted into distances.

  Thus, the position information of the tag 2 held by the operator 9 is obtained by calculating the distance between the antennas 5b and 5c, the distance between the antenna 5b and the tag 2, and the distance between the antenna 5c and the tag 2. Can do. The analysis unit 512 performs an analysis process on the operation states of the towing vehicle 6 and the worker 9 based on the position information of the tags 1 to 4 detected by the detection unit 511. The storage unit 513 stores the detection result by the detection unit 511 and the analysis result by the analysis unit 512. Furthermore, the storage unit 513 also stores identification information for each tag. The output unit 514 outputs the analysis result information generated by the analysis unit 512 by displaying or transmitting the analysis result information to another device or terminal.

  Hereinafter, an operation state determination method using the operation state analysis system 100 configured as described above will be described with reference to FIG. The detailed analysis of the operating state of the towing vehicle 6 and the operator 9 operating the towing vehicle will be described later.

  As shown in FIG. 1, when logistics is performed in an indoor environment, a towing vehicle 6 that tows a plurality of towed vehicles travels around a line 10. The operation state of the towing vehicle 6 or the operator 9 who operates the towing vehicle can be classified into four states: a traveling state, a cargo handling state, a traffic jam state, and a parking state. It is assumed that the cargo handling is performed by the operator 9 operating the towing vehicle 6 himself / herself loading and unloading the cargo loaded on the towing vehicle 7 towed by the towing vehicle 6.

  During traveling (see FIG. 1A), the distance between the tag 1 and the tag 2 is maintained within the proximity threshold that is the first threshold, and the tag 1 and the tag 2 are moved to the same region. . Note that within the proximity threshold indicates that the tag 1 installed on the towing vehicle 6 and the tag 2 held by the operator 9 who operates the towing vehicle 6 are at substantially the same position.

  During the cargo handling operation (see FIG. 1B), the distance between the tag 1 and the tag 2 is maintained within the vicinity threshold value that is the third threshold value, the tag 1 is stopped, and the tag 2 is repeatedly moved and stopped. ing. This is the case where the tow vehicle 6 is not moved while the worker 9 gets off the tow vehicle 6 and works. Note that “within the vicinity threshold value” indicates that the tag 2 held by the worker 9 is in the work area of the tag 1 installed in the towing vehicle 6. Therefore, basically, the maximum threshold length of the vehicle including the towing vehicle and the towing vehicle is appropriate for the neighborhood threshold.

  Furthermore, during the cargo handling operation, it may be considered that the distance between the tag 1 and the tag 2 is maintained within the vicinity threshold value, and both the tag 1 and the tag 2 are repeatedly moved and stopped. This is because the towing vehicle 6 may be moved forward by the remote controller while the operator 9 unloads the towing vehicle 6 and the tag 1 installed on the towing vehicle 6 may also move or stop. Because there is.

  During a traffic jam (see FIG. 1C), the distance between the tag 1 and the tag 2 is within the proximity threshold, and the tag 1 and the tag 2 are stopped.

  During parking (see FIG. 1 (d)), the distance between the tag 1 and the tag 2 is longer than the neighborhood threshold, and only the tag 1 is stopped. This is because the worker 9 gets off the towing vehicle 6 and moves outside the work area. Detailed analysis of the traction vehicle 6 and the operation state of the operator 9 who operates the traction vehicle will be described in detail below with reference to the flowcharts shown in FIGS.

  FIG. 2 shows the positional relationship between the specific towing vehicle 6 and the worker 9 with respect to the movement amount and time for the detailed analysis with respect to the operation state analysis system 100 shown in FIG. It is a graph. The movement amount is an average speed obtained from the movement distance based on the time of each of the tag 1 and the tag 2, and the movement amounts of the tag 1 and the tag 2 are Δ1 and Δ2, respectively. In the graph shown in FIG. 2, the vertical axis is the movement amount, and the horizontal axis is the time. Moreover, the tag 1 and the tag 2 at the time of driving | running | working and the time of traffic congestion in the graph shown in FIG. 2 are plotted side by side. This is for ease of viewing. Actually, the tag 1 installed in the towing vehicle 6 and the tag 2 held by the worker 9 are in substantially the same position, and are therefore plotted in an overlapping manner.

  When the distance between the tag 1 and the tag 2 is maintained within the proximity threshold and the movement amounts Δ1 and Δ2 are not zero, it is determined that the towing vehicle 6 is in a traveling state (see t1 in FIG. 2). Thus, in the running state, it can be determined by the presence or absence of the movement amount. Therefore, whether or not the vehicle is running can be determined in real time at a position detection interval of about 1 second. It can also be determined that the vehicle is accelerating, decelerating, or traveling at a constant speed.

  In the case of cargo handling work, first, the movement amount becomes zero (see t2 in FIG. 2). That is, the towing vehicle 6 and the worker 9 both stop. From there, if the amount of movement occurs only in the tag 2 within a predetermined time, it can be determined that the worker 9 has got off the towing vehicle 6 and it is determined that the cargo handling operation has started (see t3 in FIG. 2). During the cargo handling operation, both tags 1 and 2 repeat a small amount of movement. As described above, the tag 1 may not move. At the end of the cargo handling operation, it can be determined that the movement amounts Δ1 and Δ2 of both the tag 1 and the tag 2 are zero and are within the proximity threshold (see t4 in FIG. 2). In fact, since it will be in a driving | running | working state after that, it will become possible to judge also from that (refer t5 of FIG. 2).

  When the tags 1 and 2 are within the proximity threshold and the movement amounts Δ1 and Δ2 are zero, it is determined that the towing vehicle is congested (see t6 in FIG. 2). In this case, it is necessary to consider the possibility that another towing vehicle exists in the range of the length of the towing vehicle 6. Whether it is during a traffic jam or the first stop for cargo handling can be determined by setting a certain time threshold. If the vehicle is stopped more than the threshold, it is determined that the traffic is congested. Otherwise, it is determined that the vehicle is handling. In this case, the threshold is suitably about 3 or 4 seconds. Further, the end of the traffic jam can be determined by starting the travel (see t7 in FIG. 2).

  In the case of parking, it can be determined that the distance between the tag 1 and the tag 2 is longer than the neighborhood threshold and the tag 2 gradually moves away from the tag 1 (see t8 in FIG. 2). Finally, when the neighborhood threshold (vehicle length) is exceeded, it is determined that the towing vehicle 6 is parked (see t9 in FIG. 2).

  FIG. 3 is a flowchart used to determine the operating state of the towing vehicle 6. First, the detection unit 511 of the state analysis device 51 detects the tags 1 and 2 to acquire the X and Y coordinates that are the positional information of the tags 1 and 2 and stores them in the storage unit 513 (FIG. 3). , S1). Then, the analysis unit 512 calculates the distance D between the tag 1 and the tag 2 based on the X and Y coordinates of the tag 1 and the tag 2 acquired by the detection unit 511 (see S2 in FIG. 3).

  Next, the analysis unit 512 calculates whether or not the distance D between the tag 1 and the tag 2 is within the proximity threshold (see S3 in FIG. 3). The proximity threshold value is a threshold value for determining whether or not the tag 1 and the tag 2 are in the same place. Therefore, it is discriminated between a traffic jam or a running state at the same place and a cargo handling state or a parking case when not at the same place.

  When the distance D between the tag 1 and the tag 2 is within the proximity threshold, the analysis unit 512 calculates the movement amount (Δ1, Δ2) of the tag 1 and the tag 2 from the previous time (see S4 in FIG. 3).

  Then, the analysis unit 512 determines whether or not the movement amounts Δ1 and Δ2 of the tags 1 and 2 are within the stop threshold (see S5 in FIG. 3). The stop threshold value is a threshold value for determining whether the tag is stopped or moving. Here, when the movement amounts Δ1 and Δ2 are within the stop threshold that is the second threshold, it is determined that the towing vehicle is in a traffic jam state. When the movement amounts Δ1 and Δ2 are larger than the stop threshold that is the second threshold, it is determined that the towing vehicle is in a traveling state.

  On the other hand, when the distance D between the tag 1 and the tag 2 is longer than the proximity threshold, the analysis unit 512 determines whether or not the distance D between the tag 1 and the tag 2 is within the proximity threshold (see S6 in FIG. 3). ). The neighborhood threshold is a threshold for determining whether or not the tag 2 is in the work area of the tag 1. Therefore, when the tag 2 is in the work area of the tag 1, that is, when the distance D between the tag 1 and the tag 2 is within the vicinity threshold value, it is determined that the cargo is being handled.

  On the other hand, when the tag 2 is not in the work area of the tag 1, that is, when the distance D between the tag 1 and the tag 2 is longer than the neighborhood threshold, it is determined that the parking is performed.

  As described above, in this embodiment, the tag 1 and the tag 2 are provided for the tow vehicle and the operator who operates the tow vehicle, respectively, and the antenna for detecting the tag is provided indoors as a work place. And the operation state of the operator who operates the towing vehicle and the towing vehicle was determined by acquiring the positional information on the tag 1 and the tag 2. Depending on the detected positional relationship between the tow vehicle and the two tags installed on the worker (position and amount of movement determined from the position), there are four operating states: running state, cargo handling state, traffic jam state, and parking state. It became possible to classify.

  Also, with such a configuration, it is possible to accumulate data such as how much time is required for each operation or work, or how much time is required to go around the course once. Furthermore, the accumulation of this data makes it possible to apply it to, for example, education and training for newcomers. In addition, it has become possible to study optimization and efficiency of the driving course design.

  In the present embodiment, the tag 1 is installed on the towing vehicle, and the operator who operates the towing vehicle holds the tag 2. However, it is also possible to add a tag to a towed vehicle that is towed by a towed vehicle.

  For example, the fourth tag 4 is added to the last towed vehicle 8. Then, the above-mentioned definition of the neighborhood threshold can be determined by the positional relationship between the tag 1 installed in the towing vehicle 6 and the tag 4 installed at the end of the towed vehicle. That is, since it is possible to define the neighborhood threshold more accurately, the judgment at the time of cargo handling or parking can be made more accurately and easily.

  Furthermore, a tag can be installed for each towed vehicle. For example, the tag 3 is installed on the towed vehicle 7. The storage unit 513 stores the identification information of the tag 3 and the identification information of the load loaded on the towed vehicle 7 on which the tag 3 is installed in association with each other, so that the luggage carried by the tag 3 and the towed vehicle 7 is stored. The tie with. This makes it possible to determine what is being handled for each towed vehicle. In that case, it is possible to analyze the cargo handling time for each type of cargo.

  Moreover, it becomes possible to grasp | ascertain whether a maintenance person exists because a maintenance person has a tag. Furthermore, if the tag is installed in the vehicle, it is possible to know where the vehicle is present.

Embodiment 2 of the Invention
FIG. 4 is a diagram showing an operation state analysis system 200 according to the second embodiment. In FIG. 4, the same components as those in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted. In the first embodiment of the present invention, the positional relationship between the tag 1 installed in the towing vehicle 6 and the position of the tag 2 held by the operator is measured to determine the positional relationship between the two. In the second embodiment, The positional relationship between the tag 1 and the tag 2 is determined depending on whether or not each tag is detected with respect to an antenna having a specific communication range.

  As shown in FIG. 4, the antenna 5 is installed at a position where the towing vehicle 6 stops. The antenna 5 has a predetermined communication range. Specifically, in a state where the worker 9 gets on the towing vehicle 6, both of the tags 1 and 3 are included, and in a state where the worker 9 is performing a cargo handling work on the towing vehicle, the tags 1, 2 are included. The communication range does not include only one of the above. Similarly to the first embodiment, the state analysis device 51 detects the tag 1 installed in the towing vehicle 6 and the tag 2 held by the operator 9 who operates the towing vehicle, and analyzes the operation state.

  First, when the towing vehicle 6 arrives at the work area, the tag 1 installed in the towing vehicle 6 and the tag 2 held by the worker 9 enter the communication range of the antenna 5 and are detected by the antenna 5 almost simultaneously (see FIG. 4 (a)). Thereby, the analysis unit 512 confirms that the towing vehicle 6 and the operator 9 who operates the towing vehicle have arrived at the work area.

  Next, the worker 9 starts the cargo handling work (see FIG. 4B). In this case, the tag 1 is located within the communication range of the antenna 5, while the tag 2 is located outside the communication range of the antenna 5. Therefore, tag 1 is detected, but tag 2 is not detected. Thus, when only the tag 1 is detected, the analysis unit 512 can determine that the cargo handling operation is being performed.

  Thereafter, the cargo handling operation is completed (see FIG. 4C). In this case, since both tags 1 and 2 are located within the communication range of antenna 5, tag 2 is detected again, and both tags 1 and 2 are detected. Therefore, the analysis unit 512 confirms that the worker 9 has returned to the towing vehicle 6 that is the leading vehicle.

  After that, since the tag 1 and the tag 2 are located outside the communication range of the antenna 5, both are not detected. In this case, the analysis unit 512 confirms that the towing vehicle 6 has started.

  Thus, in this embodiment, an antenna having a predetermined communication range is installed at a position where the towing vehicle stops, and the tag 1 installed on the towing vehicle and the tag 2 held by the operator who operates the towing vehicle. Was detected. With such a configuration, it is possible to analyze the towing vehicle in a specific work area and the operating state of the operator who operates the towing vehicle.

  In addition, it is possible to reduce false detection by providing a temporal threshold value in each of the above scenes. For example, a towing vehicle may only pass without working in a work area. In such a case, it is detected for a moment and is not detected immediately. What is detected instantaneously can be excluded as not being a work vehicle when it is below a certain threshold. This threshold value can be determined by the size of the detection area and the speed of the tow truck.

  In addition, the tag 1 installed in the towing vehicle and the tag 2 held by the worker are refrained, and the combination of the towing vehicle and the worker is determined in advance. Then, for example, even when only the worker holding the tag is walking, or when it happens to pass by the side of the towing vehicle that has stopped, it is possible to make a determination without erroneous detection.

  Furthermore, in this embodiment, it is possible to analyze the operation state by detecting a tag in a specific indoor work area, and therefore, it can be realized only in a necessary place. Therefore, it is possible to reduce the cost.

1 is a diagram illustrating an operation state analysis system according to a first exemplary embodiment. 3 is a graph showing a positional relationship between a specific towing vehicle and an operator by a movement amount and time according to the first embodiment. 3 is a flowchart for determining an operation state according to the first exemplary embodiment; It is a figure which shows the analysis of the operation state within the specific range concerning Embodiment 2. FIG. It is a figure which shows the conventional position provision system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... 1st tag 2 ... 2nd tag 3 ... 3rd tag 4 ... 4th tag 5a-5h ... Antenna 6 ... Towing vehicle 7, 8, ... -Towed vehicle 9 ... worker 10 ... line 51 ... state analysis device 511 ... detection unit 512 ... analysis unit 513 ... storage unit 514 ... output unit

Claims (8)

An operation state analysis system for analyzing a tow vehicle and an operation state of an operator operating the tow vehicle,
A first tag installed in the towing vehicle;
A second tag held by the operator;
State analysis means for detecting the first tag and the second tag via an antenna, and analyzing the operating states of the towing vehicle and the worker based on the positional relationship between the first tag and the second tag. And an operating state analysis system. The state analysis means includes
A detection unit that detects the first tag and the second tag via an antenna and acquires position information thereof;
It has an analysis part which calculates | requires the positional relationship of a said 1st tag and a said 2nd tag from the positional information acquired by the said detection part, and analyzes the operating state of the said tow vehicle and an operator based on the said positional relation The operating state analysis system according to claim 1. The antenna has a predetermined communication range;
The operation state analysis system according to claim 2, wherein the detection unit acquires position information of the first tag and the second tag according to whether or not the first tag and the second tag are detected. The operating state analysis system further includes a third tag installed in the towed vehicle towed by the towed vehicle,
The operation state analysis according to any one of claims 1 to 3, further comprising a storage unit that stores identification information of a load loaded on the towed vehicle and identification information of the third tag in association with each other. system.   The state analysis means is configured to determine whether the distance between the first tag and the second tag is within a first threshold, a state including a traffic jam state and a traveling state, a cargo handling state, and a parking state. The operation state analysis system according to any one of claims 1 to 4, wherein any one of the states including is discriminated.   When the distance between the first tag and the second tag is within the first threshold, the movement analysis means sets the movement amount of the first tag and the second tag to a second threshold. 6. The operation state analysis system according to claim 5, wherein the operation state analysis system determines whether the vehicle is in a traffic jam state or a running state according to whether or not it is within the range.   When the distance between the first tag and the second tag is longer than the first threshold, the state analysis means further determines whether or not the distance is within a third threshold that is greater than the first threshold. 6. The operation state analysis system according to claim 5, wherein the operation state analysis system determines whether the state is a cargo handling state or a parking state. The operating state analysis system includes:
And a fourth tag installed on the last towed vehicle towed by the towed vehicle,
The state analysis means detects the fourth tag via an antenna, and determines the third threshold based on a positional relationship between the first tag and the fourth tag. Item 8. The operating state analysis system according to Item 7.

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