JP2019192157A - Operation management device of vehicle - Google Patents

Abstract

To provide an operation management device capable of reducing a load to a tire.SOLUTION: An operation management device comprises: an acceleration sensor that is attached to a tire of a vehicle and detects acceleration speed occurred in traveling of the tire; vehicle position detection means of detecting a position of the vehicle; asymmetry ground road surface detection means of detecting an asymmetry ground road surface on the basis of the acceleration speed output from the acceleration sensor; and notification means of notifying the vehicle position in accordance with the asymmetry ground road surface detected to an operation manager who manages an operation of the vehicle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle operation management device, and more particularly to an operation management device suitable for managing the operation of a mine transport vehicle.

  Transportation vehicles used in mines and the like are often operated by automatic operation, and maintenance such as replacement and repair of tires and other parts based on information such as stepping over or contacting obstacles in tires. Is executed. For example, in Japanese Patent Application Laid-Open No. H10-260260, a vehicle includes an external recognition device that detects an obstacle ahead, a contact determination unit that determines contact with a tire, and a storage unit that records information on the obstacle that has been contacted or traversed. It is known that the information of the obstacle determined to have contacted the tire is recorded and used for maintenance such as long-life and replacement / repair of the tire and the vehicle body.

Japanese Patent Laid-Open No. 2006-203836

However, the technology disclosed in Patent Document 1 is based on the fact that the external recognition device determines contact between the tire and the stone by an optical method. There are many problems such as false detection and poor accuracy.
The present invention has been made in view of the above problems, and provides an operation management device capable of detecting the state of a tire or a vehicle main body more accurately, reducing the burden on the tire or the vehicle main body, and extending the service life. For the purpose.

As a configuration of the operation management apparatus for solving the above-described problems, an acceleration sensor that is attached to a tire of a vehicle and detects acceleration generated when the tire travels, vehicle position detection means that detects the position of the vehicle, and output from the acceleration sensor An irregular road surface detecting means for detecting an irregular road surface based on the acceleration to be detected, and an informing means for notifying an operation manager managing the operation of the vehicle of the vehicle position associated with the detected irregular road surface It was set as the structure provided with.
According to this configuration, since the state of the road surface such as the location of the rough road surface on which the vehicle travels can be accurately detected by the acceleration sensor mounted on the tire, the operation manager can improve the road surface maintenance and the travel route of the vehicle. By making changes, etc., the burden on the tires and the vehicle can be reduced, and it can be used to improve the prevention of accidents and to extend the service life.
Further, as another configuration of the operation management apparatus, the operation management device further includes a slip detection unit that detects a slip state of the tire based on the acceleration, and the notification unit is associated with the road surface on which the slip state is detected by the slip detection unit. It was set as the structure which alert | reports a vehicle position to an operation manager.
According to this configuration, the operation manager can stop the operation of the vehicle and perform road surface maintenance, and the burden on the tire and the vehicle can be reduced.
Further, as another configuration of the operation management device, a pressure sensor that detects the internal pressure of the tire, a load calculation unit that calculates a load applied to the tire based on the acceleration and the internal pressure, and a tire rotation speed based on the acceleration The tire rotational speed calculating means for calculating and the fatigue estimating means for estimating the fatigue state of the undercarriage of the vehicle based on the history of the load and the tire rotational speed are further provided.
According to this configuration, it can be used for vehicle maintenance.

It is a conceptual diagram of an operation management apparatus. It is a block diagram which shows the structure of the hardware of a data center. It is a block diagram which shows the structure of a data sensor. It is a block diagram which shows the structure of the hardware of a process means. It is a figure which shows an example of the waveform of acceleration data. It is a figure which shows an example of the waveform of the acceleration data when a tire contacts a stone. It is a figure which shows the relationship between an acceleration waveform, contact time, and rotation time. It is a block diagram which shows the structure of a slip detection means. It is a figure which shows an example of the waveform of the acceleration data when slipping arises.

  Hereinafter, the present invention will be described in detail through embodiments of the invention. However, the following embodiments do not limit the invention according to the claims, and all combinations of features described in the embodiments are included in the invention. It is not necessarily essential to the solution, but includes a configuration that is selectively adopted.

FIG. 1 is a schematic diagram illustrating an example of an operation management apparatus 1 according to the present embodiment.
The operation management device 1 outlines the state of the vehicle 2 in the data center 4 and the road surface in the mine based on information output from a plurality of detection means provided in the vehicle 2 in order to acquire the operation state of the vehicle 2. In order to acquire the state and manage the operation of the vehicle 2, the acquired information is output to the control computer 7 provided in the management office (control center) 6, and the information is notified to the operation manager. The

As shown in FIG. 1, at a mine site or the like, a plurality of vehicles 2 are operated by automatic driving. Each vehicle 2 is equipped with an automatic driving device (not shown), and its operation is managed based on a command output from the control computer 7 of the management office 6.
Each vehicle 2 is detected by a tire state detection unit 8 that detects the state of the mounted tire 2A, a vehicle position detection unit 10 that detects the position of the vehicle 2, a tire state detection unit 8, and a vehicle position detection unit 10. And a repeater 12 for outputting the information to the data center 4.

The tire condition detection means 8 is provided for each tire 2 </ b> A attached to the vehicle 2. The tire state detection means 8 includes, for example, an acceleration sensor 14 that detects acceleration generated in the tire during traveling, and a pressure sensor 16 that detects air pressure (internal pressure) in the air chamber of the tire 2A.
In the present embodiment, the acceleration sensor 14 is configured to detect a circumferential acceleration applied to the tire 2A. The acceleration sensor 14 is not limited to detecting the acceleration in the circumferential direction, and may be in either the tire radial direction or the tire width direction. For example, when using acceleration data in the tire radial direction, the detected acceleration data can be differentiated and handled in the same manner as when the circumferential acceleration is detected. Moreover, you may detect both the circumferential direction and radial direction. Preferably, the detection sensitivity of the slip state of the tire 2A described later can be improved by setting the circumferential direction. Further, power consumption can be suppressed by detecting only the circumferential direction.

  The acceleration sensor 14 and the pressure sensor 16 are integrally configured as a module housed in one case, for example, as the in-tire device 20, and the center in the tire width direction of the inner liner that forms the tire inner peripheral surface (CL in the figure). Attached). The in-tire device 20 is provided with communication means 22 for outputting information such as the acceleration α and the air pressure P detected by the acceleration sensor 14 and the pressure sensor 16 to the data center 4.

  The communication means 22 is configured to be able to communicate with the repeater 12 provided on the vehicle body of the vehicle 2. The communication means 22 is, for example, a wireless communication device, and is configured by, for example, a so-called one-chip IC that consolidates functions as a wireless communication device. The communication between the communication means 22 and the repeater 12 is preferably a short-range wireless communication standard such as Bluetooth (registered trademark) in consideration of power consumption on the in-tire device 20 side. Information such as acceleration α and air pressure P detected by the acceleration sensor 14 and the pressure sensor 16 is output to the data center 4 via the relay 12.

  The in-tire device 20 is provided with a power supply unit (not shown) that supplies power to the acceleration sensor 14, the pressure sensor 16, and the communication unit 22. For example, a battery is applied as the power supply means. The supply of electric power to each sensor 14; 16 and the communication means 22 is not limited to a battery, and may be a power generation device that generates electric power by rotating the tire 2A. In this case, the sensors 14 and 16 and the communication means 22 may be provided separately from each other in the tire without being integrated.

  A device ID is assigned to the in-tire device 20, and the data center 4 is configured to be able to determine which in-tire device 20 is input from the tire 2 </ b> A mounted at which position in the vehicle 2. As the device ID, for example, a communication ID set as unique to the communication unit 22 can be used. Hereinafter, this device ID is referred to as a tire ID.

  As the vehicle position detection means 10, for example, GPS, GNSS, or the like that detects the position of the vehicle 2 moving in the mine is applied. As the vehicle position detection means 10, for example, GPS, GNSS, or the like used for controlling automatic driving can be used. The vehicle position X detected by the vehicle position detection means 10 is output to the repeater 12.

  The repeater 12 includes a tire-side communication device that enables communication with the communication means 22 in the in-tire device 20, and a center-side communication device that enables communication with the data center 4. The tire side communication device is configured to be able to communicate with the communication means 22 provided in the in-tire device 20, for example, and a standard such as low power wireless communication is applied. The center side communication device is connected to the data center 4 by a wireless communication line that can be connected to the Internet, for example.

  In the center side communication device, a vehicle ID for specifying the vehicle 2 is set, and in addition to various information such as acceleration α, air pressure P, vehicle position X, tire ID and the like input via the tire side communication device, the vehicle The ID is added and output to the data center 4. As a result, the acceleration α, the air pressure P, and the vehicle position X input to the data center 4 are identified as information on the tire 2A attached to which position of which vehicle 2.

  The data center 4 analyzes information such as the acceleration α, the air pressure P, and the vehicle position X input from each tire 2A of each vehicle 2 based on time series, so that the state of the vehicle 2 and the road surface on which the vehicle 2 travels. The status is acquired and notified to the operation manager.

FIG. 2 is a diagram illustrating a hardware configuration of the data center 4.
The data center 4 is, for example, a facility that is provided at a location different from the mine site and in which IT devices such as servers and network devices are installed. For example, equipment called a cloud server or the like can be used. That is, the data center 4 is mainly composed of a computer, and includes a CPU 40 as a calculation means provided as hardware resources, a storage means 42 such as a ROM and a RAM, and an input / output for enabling input / output of information with the outside. Means 44.

  The storage means 42 stores a program for acquiring the operation state of each vehicle 2 based on the input acceleration α, air pressure P, and vehicle position X. The data center 4 causes the data center 4 to function as each unit described later when the CPU 40 executes the program stored in the storage unit 42.

  The storage means 42 stores acceleration α, air pressure P, and vehicle position X input from each vehicle 2 to the data center 4 as a history of acceleration data, air pressure data, vehicle position data, and the like for each vehicle ID. The storage means 42 stores in advance a data map, a determination value, and the like used in processing to be described later.

  The input / output means 44 is configured to be connectable to the control computer 7 of the vehicle 2 and the management office 6 via, for example, a wired or wireless Internet line.

  FIG. 3 is a block diagram of the data center 4. The data center 4 includes acceleration data preprocessing means 48 for processing the input acceleration data, load calculation means 50 for each tire 2A in the vehicle 2, tire rotation number calculation means 52, fatigue index calculation means 54, fatigue An estimation unit 56, a collision detection unit 58, a collision determination unit 60, a slip detection unit 62, and a slip determination unit 64 are provided.

  The acceleration data preprocessing unit 48 performs preprocessing of acceleration data used in processing of the subsequent load calculation unit 50, the tire rotation number calculation unit 52, the collision detection unit 58, the slip detection unit 62, and the like.

FIG. 4 is a block diagram showing an example of the configuration of the acceleration data preprocessing means 48. FIG. 5 is a diagram illustrating an example of a waveform of acceleration data.
The acceleration data preprocessing means 48 includes an acceleration data reading unit 48A, a peak position detecting unit 48B, and a peak position determining unit 48C.
The acceleration data reading unit 48A executes reading of acceleration data stored in the storage unit 42.

  The peak position detector 48B detects the peak position included in the read acceleration data. The size of each detected peak is stored as peak data together with the corresponding position. The position here indicates a temporal position in the acceleration data.

  From the peak data detected by the peak position detector 48B, the peak position discriminating unit 48C is configured such that the stepped side end when the tire 2A contacts the road surface (hereinafter referred to as a stepped end) Si and the tire 2A from the road surface. It is determined whether the end on the kicking side when separating is Ko (hereinafter referred to as a kicking end) or not.

  As shown in FIG. 5, the peaks indicating the depression end Si and the kicking end Ko appear as positive and negative peaks Ek and Ef every time the tire 2A makes one rotation in the acceleration data. For example, the peak Ek that appears first in time series is a peak that occurs when the position where the in-tire device 20 of the tire 2A is mounted collides with the road surface, and this peak is the step-in end Si. The peak Ef that appears next (the sign reverse to that of the peak Ek) is a peak that occurs when the position where the in-tire device 20 of the tire 2A is mounted is away from the road surface, and this peak is the kicking end Ko.

  FIG. 6 is a diagram illustrating an example of a waveform of acceleration data including an impact waveform when the tire contacts a stone. Further, in the acceleration data, when there is an excessive input (hereinafter referred to as a large input) such as when touching a stone or breaking through a large unevenness formed on a stone or road surface, as shown in FIG. The impact waveform is included in the waveform of the acceleration data. That is, peaks other than the peak Ek; Ef indicating the depression end Si and the kicking end Ko appear in the waveform of the acceleration data.

  Therefore, in the peak position discriminating unit 48C, the position of the positive peak that appears at an earlier time position in time series from the peak data detected in the acceleration data is set to the position t11 of the depression end Si, and then the negative peak that appears. Is stored as a position t12 of the kicking end Ko. Further, the positions of two positive and negative peaks that appear next in succession are assumed as the time (position) t21 of the next stepping-in end Si, the position t22 of the next kicking-out end Ko, and the like, respectively. ,Remember.

FIG. 7 is a diagram illustrating a relationship between the contact time and the rotation time in the acceleration data.
Next, based on the above assumption, the contact time Tc shown in FIG. 7 and the rotation time Tr when the tire 2A makes one rotation are calculated. First, the contact time Tc is calculated from the position t11 of the step-in end Si and the position t12 of the kick-out end Ko assumed in time series. Specifically, the contact time Tc is calculated from the position t12 of the kicking end Ko−the position t11 of the stepping end Si.

Next, the rotation time Tab is calculated from the position t11 of the stepping end Si assumed earlier and the position t21 of the stepping end Si assumed next. Specifically, the rotation time Tr is calculated from the position t21 of the kicking end Ko−the position t11 of the stepping end Si. The rotation time Tr may be calculated from the difference between the position t11 of the kicking end Ko and the position t22 of the next kicking end Ko.
Here, the difference between the position t12 of the step-in end Si and the position t21 of the kick-out end Ko is a non-contact time Tx.

  Next, the contact time ratio K is calculated, and it is determined whether or not the above assumption is correct using the contact time ratio K. The contact time ratio K is a ratio of the contact time Tc when the tire 2A makes one rotation in the rotation time Tr, and is calculated by Tc / Tr.

  Next, the contact time ratio range [K1, K2] is set for the calculated contact time ratio K, and K is compared with the lower limit value K1 of the contact time ratio range and the upper limit value K2 of the contact time ratio range. Then, it is determined whether or not the grounding time ratio K is in the grounding time ratio range.

  For example, when the position of the large input is estimated to be the position of the subsequent kicking end Ko, the calculated rotation time Tr becomes shorter than the actual rotation time, and the position of the large input is depressed later. When the end Si is estimated, the calculated grounding time Tc is shorter than the actual grounding time. Therefore, the contact time ratio range [K1, K2] is set as a determination criterion for acquiring the correct position of the stepping-in end Si and the position of the kicking-out end Ko, and the stepping-in end Si and the kicking-out end are determined by determining the peak. It is possible to accurately detect the position of Ko, and it is possible to prevent erroneous detection of the positions of the step-in end Si and the kick-out end Ko.

  That is, the peak position determination unit 48C determines whether or not the calculated grounding time ratio K is within a preset grounding time ratio range [K1, K2], and the grounding time ratio K is within the grounding time ratio range. In the case of (K1 ≦ K ≦ K2), t11, t12, and t22 estimated by the stepping kick position estimation unit are determined as the actual stepping end Si position and the kicking end Ko position (normal position), respectively. The The peak determined as the normal position is stored in the storage means 42 together with the position as ground peak data.

  On the other hand, when the contact time ratio K is out of the contact time ratio range (K <K1 or K> K2), one of the estimated position t11 of the depression end Si and the positions t12 and t22 of the kicking end Ko is selected. It is determined that one, two, or all are not the actual position of the stepping-in end Si and the position of the kick-out end Ko (incorrect estimation). If erroneously estimated, the combination of peak positions is changed and the contact time ratio K is calculated again, so that the detected position of the step-in end Si, the position of the kick-out end Ko, and others Discriminate from the peak. Peaks other than the step-in end Si and the kick-out end Ko are stored in the storage means 42 as collision peak data. Further, the contact time Tc and the rotation time Tr for each rotation of the tire obtained in the above calculation process are stored in the storage means 42.

  The peak excluded from the peak data by the above-described determination processing can be determined as a result of an impact when the tire 2A collides with a stone or the like, or when the tire 2A has gone through a stone or an uneven surface, that is, when traveling on an uneven road surface. it can. These peaks are associated with the vehicle position X corresponding to the position (time) and stored in the storage means 42 as collision peak data.

The load calculation unit 50 calculates the load W of the tire 2A based on the contact time ratio K and the air pressure P stored in the storage unit 42.
The ground contact length L of the tire 2A varies depending on the load W applied to the tire 2A and the air pressure P of the tire 2A. Specifically, the contact length L is approximately linear proportional so that the load W applied to the tire 2A is longer if it is larger (the contact time ratio K is larger) and shorter if it is smaller (the contact time ratio K is smaller). There is a relationship. On the other hand, the air pressure P is smaller as the air pressure P becomes higher, and is larger as the air pressure P becomes lower.
Therefore, the estimated accuracy of the load W can be improved by correcting the calculated contact time ratio K using the detected air pressure P. The contact length L here is calculated based on the position of the step-in end Si and the position of the kick-out end Ko stored as the contact peak data, and is represented by time.

  In the present embodiment, the contact time ratio K calculated based on the input acceleration data is treated as meaning the contact length L at the reference air pressure P0. The reference air pressure P0 refers to a recommended value that is set as an appropriate air pressure for the tire 2A every time the vehicle is different or for each position where the vehicle 2 is mounted. In the following description, the contact time ratio K calculated corresponding to the reference air pressure P0 is shown as the contact time ratio K0.

  When the contact time ratio when the air pressure P detected by the pressure sensor 16 is p is denoted as Kp, the contact time ratio Kp is related to the calculated contact time ratio K0 by Kp = K0 + m (p−P0). It can be calculated as there is. Here, m is a negative numerical value (m <0), and is a coefficient set by calculating in advance the relationship between the air pressure and the contact time ratio.

  In calculating the load W, the load calculating unit 50 first compares the air pressure P measured by the pressure sensor 16 with the reference air pressure P0. When there is no difference between the air pressure P and the reference air pressure P0, the contact time K0 stored in the storage means 42 is set as the contact time ratio Kp, and there is a difference between the detected air pressure P and the reference air pressure P0. Corrects the contact time ratio K0 using the above correction equation.

  And the load Wp of the tire 2A is calculated by reading the load calculation table stored in advance in the storage means 42 and referring the obtained contact time ratio Kp to the load calculation table. The load calculation table is a table in which the relationship between the magnitude of the contact time ratio and the load is obtained in advance with reference to the reference air pressure P0. The calculated load W is output to the storage means 42 and stored as load history data.

  For example, the tire rotation number calculation unit 52 calculates the tire rotation number per unit time based on the rotation time Tr stored in the storage unit 42. Specifically, the tire rotation speed per unit time can be obtained by calculating the reciprocal of the rotation time Tr. The calculated tire rotation speed is output to the storage means 42 and recorded as tire rotation speed history data.

The fatigue index calculating means 54 calculates an index indicating the degree of tiredness including tire replacement timing and vehicle maintenance based on the load history and the tire rotation speed (travel distance).
The tire and vehicle fatigue indices can be calculated, for example, as follows. The tire fatigue index calculation table for calculating the tire fatigue index and the vehicle fatigue index calculation table for calculating the vehicle fatigue index are stored in the storage means 42 in advance, and the load history and the tire rotation speed (travel distance) are The tire fatigue condition and the vehicle fatigue condition are calculated by referring to the tire fatigue index calculation table and the vehicle fatigue index calculation table.

The tire fatigue index calculation table may be created for each tire type, specifically, for each tire structure. In addition, the vehicle fatigue index calculation table may be created in advance for each vehicle, specifically for each undercarriage structure, for example. If the tire fatigue index calculation table and the vehicle fatigue index calculation table are prepared based on the on-board test such as a drum test of the tire 2A, or a test result when a tire is mounted on an actual vehicle and a running test is performed, etc. good.
The calculated index is 100 (reference value) when the load history and the tire rotation speed at which a failure may occur occurs, and a numerical value up to 100, for example, the current value, for example, depending on the load history and tire rotation speed to be referred to Tire fatigue index and vehicle fatigue index are calculated as 30, 50, 80...

The reference value of the index is not limited to 100, and may be 0, and the fatigue index indicating the fatigue state may be indicated by a numerical value from 0 to 100.
The calculated tire fatigue index and vehicle fatigue index are output to the storage means 42 and stored, for example, as tire fatigue index history data and vehicle fatigue index history data, respectively.

  Based on the tire fatigue index and the vehicle fatigue index calculated by the fatigue index calculation unit 54, the fatigue estimation unit 56 estimates a fatigue state such as the replacement time of the tire 2A and the maintenance time of the vehicle. The tire and vehicle fatigue states can be estimated, for example, as follows. A tire fatigue condition estimation table for estimating the tire fatigue condition and a vehicle fatigue condition estimation table for estimating the vehicle fatigue condition are stored in the storage means 42 in advance, and the tire fatigue index calculated by the fatigue index calculation means 54 is stored. The tire fatigue level and the vehicle fatigue level indicating the tire fatigue state and the vehicle fatigue state are estimated by referring to the tire fatigue state estimation table and the vehicle fatigue state estimation table.

  The estimated tire fatigue state and vehicle fatigue state are output, for example, by converting the current fatigue level into a numerical value with the occurrence of a failure as 100 (reference value). In the tire fatigue state estimation table for estimating the tire fatigue state, for example, the tire and vehicle fatigue states may be estimated in consideration of a predetermined safety factor. For example, when the safety factor is 2 and the tire fatigue index is 20, 2 × 20 40 is output. Further, for example, when the tire fatigue index is 50, 2 × 50 of 100 is output, which indicates that the tire needs to be replaced. In mining vehicles, etc., it can be considered that there is little fluctuation in the handling severity (that is, fatigue progresses in proportion to the time), and it is possible to estimate the time when the fatigue level becomes 50 from the past use history. Systematic maintenance of tires and vehicles including tire replacement can be realized.

The tire fatigue state estimation data and the vehicle fatigue state estimation data can be created based on the result of a durability test in tire development or the like, or past use history.
The estimated tire fatigue state and vehicle fatigue state are output to the operation management computer of the management office 6 via the input / output means 44.

  The collision detection unit 58 functions as an uneven road surface detection unit that detects a collision of the tire 2A with the stone based on the collision peak data and the collision detection table stored in the storage unit 42. The collision detection table has acquired in advance a peak waveform detected by the acceleration sensor when the tire 2A collides with a stone. There may be cases where crushed stones are falling on the roadway and stones being transported are falling from the loading platform. Such stones include those that may damage the tire 2A and those that do not. The peak waveform included in the collision peak data includes a contact waveform with a stone or when a stone is traversed, and a peak waveform when a road surface is bumped. Therefore, the collision detection means 58 detects a peak when contacting or traversing a stone from the collision peak data. The detected peak is linked to the vehicle position X corresponding to the time when the peak occurred, and is output to the storage means 42 as stone collision peak data and stored.

  The collision determination means 60 determines whether or not the stone that has collided with the tire 2A may damage the tire 2A based on the stone collision peak data. As an example of specific processing, it is determined whether or not the size of the collided stone is a dangerous stone in operation depending on whether or not the peak size in the stone collision peak data is larger than the threshold value z. The threshold value z is a determination value for determining the size of the stone that has collided with the tire 2A. When the peak size in the stone collision peak data is larger than the threshold value z, it is determined that there is a stone to be removed. If it is less than or equal to the threshold value z, it is simply determined that there is a stone. If it is determined that there is a stone to be removed, the vehicle position X linked to the peak is output to the control computer 7.

  In the process of the collision determination means 60, the stone size is determined from the stone collision peak data by one threshold value z. However, the present invention is not limited to this. For example, the threshold size is set to z1 <z2 <. It is also possible to determine the size of the stone that has collided with the tire 2A on the traveling road by setting a plurality of z3.

The slip detection means 62 detects the slip state of the tire 2A with respect to the road surface of the traveling road based on the acceleration data. Since the tread block does not move when the tire 2A is in contact with the ground on the road surface to be gripped, the tire 2A theoretically generates no acceleration. On the other hand, on a slippery road surface, the tread block slides on the road surface, so that vibration is generated and acceleration is generated. When the slip of the tire 2A with respect to the road surface becomes large, not only does the behavior of the vehicle become unstable, but there is a risk of the vehicle 2 being stuck due to digging.
Therefore, the slip detection means 62 detects the position of the road surface causing the slip on the travel path of the vehicle 2 from the acceleration data.

FIG. 8 is a block diagram showing a configuration of the slip detection means 62. FIG. 9 is a diagram illustrating an example of a waveform of acceleration data when slipping occurs.
The slip detecting means 62 includes a waveform dividing unit 62A, a region signal extracting unit 62B, a frequency analyzing unit 62C, a vibration level calculating unit 62D, and a slip specifying unit 62E.

  The waveform dividing unit 62A extracts a vibration waveform for one rotation of the tire based on the position of the stepping-in end Si and the kicking end Ko detected in the acceleration data (grounding peak data) and the rotation speed of the tire 2A. The vibration waveform is divided into two areas, a stepping area and a kicking area as shown in FIG.

  The area signal extraction unit 62B extracts time series waveforms of vibration levels of the divided areas, the stepping area, and the kicking area.

  The frequency analysis unit 62C performs frequency analysis such as FFT analyzer on the time series waveform of each vibration level in each region by performing frequency analysis such as FFT analyzer on the extracted vibration level in each region, and the frequency spectrum Create

  The vibration level calculation unit 62D calculates a stepping vibration level Vin that is a vibration level in a predetermined frequency band in the frequency spectrum of the stepping region and a kicking vibration level Vout that is a vibration level in the predetermined frequency band in the frequency spectrum of the kicking region. At the same time, a calculation value S characterizing the vibration level is calculated using these vibration levels. Examples of the calculated value S include a ratio of the stepping vibration level Vin to the kicking vibration level Vout.

The slip identifying unit 62E reads the slip detection table from the storage means 42, and refers to the calculated vibration level calculated value S in the slip detection table, thereby determining the position of the road surface on which the tire 2A slips in the acceleration data. Identify. The slip detection table is data in which the relationship between the road surface condition and the calculated value of the vibration level is acquired in advance in order to detect slip. As for the position specified as the road surface on which the slip occurs, the calculated value S and the vehicle position X are stored in the storage means 42 as slip data.
That is, the slip detection means 62 functions as means for detecting the presence / absence of the slip state of the tire with respect to the road surface, the magnitude of the slip, and the like based on the acceleration data, and further corresponds to the road surface when the slip is detected. It functions as a means for specifying the attached vehicle position.

  The slip determination unit 64 reads the slip state determination table from the storage unit 42, refers to the slip data specified by the slip specifying unit 62E in the slip state determination table, and determines whether or not the slip state is a dangerous state. The slip state determination table is data in which the relationship between the slip state and the calculated value of the vibration level is acquired in advance in order to detect the slip state from the slip data. When it is determined that the slip is dangerous, the vehicle position X when the slip state is determined to be dangerous in the acceleration data is output to the control computer 7.

The control computer 7 is a computer installed in a management office 6 provided in the venue, and manages and controls the travel control (travel route) of each vehicle 2 in the venue, for example.
The control computer 7 displays information input from the data center 4 on a monitor through a communication line such as the Internet. That is, the control computer 7 functions as notifying means for notifying the operation manager of the state of the vehicle, the operation state of the vehicle, and the state of the travel path on which the vehicle travels.

  Thereby, the operation manager can grasp the state of the traveling path along which each vehicle 2 travels along with the state of each vehicle 2, and the operation plan of the vehicle 2 for carrying out maintenance of the vehicle 2, It is possible to cope with maintenance, change of driving route, etc., and avoid unexpected situations.

Hereinafter, the operation of the operation management apparatus 1 will be described.
Information detected by the vehicle position detection means 10, the acceleration sensor 14 and the pressure sensor 16 provided in each vehicle 2 is input to the data center 4.

  Information such as acceleration α, air pressure P, and vehicle position X input to the data center 4 is stored in the storage means 42 as acceleration data, pressure data, vehicle position data, and the like, and processing is executed by each means.

Of the input information, preprocessing by the acceleration data preprocessing means 48 is executed for the acceleration data. The acceleration data is read by the acceleration data reading unit 48A in the acceleration data preprocessing means 48. From the read acceleration data, the peak position detection unit 48B detects the peak position included in the acceleration data. Next, of the peaks detected by the peak position detection unit 48B by the peak position determination unit 48C, the step-in end Si when the tire 2A contacts the road surface and the kicking end Ko when the tire 2A moves away from the road surface It is determined whether the position is other than that. The grounding peak data obtained by the discrimination and the collision peak data are generated.
Then, the contact time Tc, the rotation time Tr, the position and size of the stepping end Si, and the position and size of the kicking end Ko obtained for each rotation of the tire obtained by the above determination are stored in the storage means 42.

Next, the load calculation means 50 calculates the load W applied to each tire 2A.
Next, the rotation speed of each tire 2A is calculated by the tire rotation speed calculation means 52.
Next, the fatigue index calculating means 54 calculates the tire fatigue level for estimating the fatigue state such as wear of the tire 2A and the fatigue state of the undercarriage of the vehicle 2 based on the load W and the rotation speed for each tire 2A. Calculate vehicle fatigue.
Next, the fatigue estimation means 56 calculates the wear limit of each tire 2A in the vehicle 2 and the period required for maintenance of the vehicle body as an index based on the tire fatigue index and the vehicle body fatigue index. The calculated tire fatigue level and vehicle body fatigue level are output to the control computer 7. And the period required until maintenance of each tire 2A and vehicle body in the vehicle 2 can be estimated by the operation manager visually recognizing the tire fatigue level and the vehicle body fatigue level displayed on the control computer 7.

Next, the collision detection means 58 detects a collision with the stone for each tire 2A in operation.
The collision detection means 58 extracts peaks other than the position of the step-in end Si and the position of the kick-out end Ko in the peak data, generates stone collision peak data in which the time position corresponding to each peak is linked, and storage means Output to 42 and store.

  Next, the collision determination means 60 determines the state of the stone or road surface that has collided with the tire 2A. The collision determination means 60 determines whether or not the size of the collided stone is a dangerous stone in operation depending on whether or not the peak size in the collision peak data is larger than the threshold value z. When the peak size in the collision peak data is larger than the threshold value z, it is determined that there is a stone to be removed. If it is less than or equal to the threshold value z, it is simply determined that there is a stone.

Next, the slip detection means 62 detects the slip state of the tire 2A with respect to the road surface.
In the slip detection means 62, first, one rotation of the tire is performed based on the position of the stepping-in end Si and the kick-out end Ko detected in the acceleration data (preprocessing) by the waveform dividing unit 62A and the tire rotation speed of the tire 2A. In addition to extracting a minute vibration waveform, the vibration waveform is divided into two areas, a stepping area and a kicking area.
Next, the time series waveforms of the vibration levels of the divided stepping area and kicking area are respectively extracted by the area signal extraction unit 62B.
Next, a frequency analysis is performed on the vibration level in each region extracted by the region signal extraction unit 62B by the frequency analysis unit 62C, thereby generating a time-series waveform of each vibration level in each region.
Next, the generated time-series waveform is converted by the vibration level calculation unit 62D into a stepping vibration level Vin that is a vibration level in a predetermined frequency band in the frequency spectrum of the stepping region and a vibration level in the predetermined frequency band in the frequency spectrum of the kicking region. Is calculated, and a calculation value S characterizing the vibration level is calculated using these vibration levels.
Next, the slip identification unit 62E reads the slip detection table from the storage means 42, and refers to the calculated vibration level calculated value S in the slip detection table, so that the tire 2A in the acceleration data is slipped. Identify the location. The position specified as the road surface where the slip occurs is output to the storage means 42 as the slip data and the vehicle position X together with the calculated value S and stored.
Next, the slip determination means 64 refers to the slip data specified in the lands determination part 62E in the slip state determination table to determine whether or not the slip state is a dangerous state. When it is determined that the slip is dangerous, the vehicle position X when the slip state is determined to be dangerous in the acceleration data is output to the control computer 7.

  The control computer 7 displays information input from the data center 4 on a monitor through a communication line such as the Internet. Thereby, an operation manager grasps the operation state of each vehicle 2, and the change of the run route of vehicles 2, maintenance of a runway, and maintenance of vehicles become possible.

  Then, the data center 4 repeats the above steps while the vehicle 2 is operating, so that the control computer 7 sequentially updates the state of the traveling path along with the state of the vehicle 2, and the state of the road surface of the traveling path together with the state of the vehicle 2. Can be managed.

  As described above, according to the operation management device 1, the operation manager instructs to change the travel route, stop the operation, or the like based on the contents displayed on the control computer 7 in the management office 6. As a result, the vehicle 2 can be operated. Further, by performing vehicle maintenance based on the input information, loss due to unnecessary trouble can be avoided and smooth operation can be performed.

   In this example, as shown in FIG. 7, since the rotation time Tr is calculated in addition to the contact time Tc, it is preferable to obtain an acceleration waveform of at least two rotations of the tire (actually, at least two steps) It is sufficient that the peak position on the side or at least two peak positions on the kicking side can be detected).

  Further, the specification of the positions of the step-in end Si and the kick-out end Ko is not limited to the above method. For example, when the vehicle 2 includes a wheel speed sensor, the rotation time when the tire rotates once may be acquired by the wheel speed sensor.

  In the following description, a dump truck which is an example of a mine transport vehicle will be described. In the mine, the load rock (stone) may fall from the dump truck to the road surface. In dump trucks and other construction machines used in the mine, there is a high possibility that these fallen objects (obstacles) will be traversed or contacted with the fallen objects. However, even for vehicles other than construction machinery used in mines, the obstacle information detection / recording system according to the present invention can be applied to extend the service life of tires and vehicle bodies and to perform maintenance such as replacement / repair. can do.

For example, it is not always possible to detect an obstacle existing on the travel route of a vehicle from a distance far enough to avoid a collision by steering or braking. For example, in a mine, a load rock (stone) may fall from a dump truck onto a road surface. These falling objects (obstacles) may be of a size that does not cause a problem in terms of traveling safety even if they cannot be avoided.
And since these small obstacles are small compared with a vehicle etc., it is not necessarily detected by the external field recognition means from a sufficiently far distance that can be avoided by steering or braking. Even if these small obstacles cannot be avoided and are traversed or contacted by a traveling tire, there is no problem in traveling safety immediately after the traversing / contacting. However, it is desirable to avoid it from the viewpoint of long life and maintenance of tires and vehicle bodies. Therefore, even if it is not possible to avoid stepping / contacting obstacles to the extent that does not pose a problem for dumping safety in the short term as described above, it is detected and recorded that stepping / contacting has been avoided. This makes it possible to use the information for extending the life and maintenance of the tire and the vehicle body. It is also possible to grasp the position of an obstacle that could not be avoided by steering or braking and to notify other vehicles by the communication system. As a result, the other vehicle can grasp the position of the obstacle in advance, and, for example, it can be prevented from stepping over / contacting by traveling at a reduced speed. Such notification may be made through the control system, or may be reported directly to another vehicle.

  In the above-described embodiment, the plurality of vehicles 2 used in the mine site and the like have been described. However, the present invention is not limited thereto, and may be a truck such as a regular flight or a personal vehicle. Instead of the control computer 7 from the data center 4 to the control office 6, a computer or a smartphone used by a truck operation manager or an individual user may be used.

1 operation management device, 2 vehicles, 4 data center, 6 management office,
7 Control computer, 10 Vehicle position detection means.

Claims (3)

An acceleration sensor that is mounted on a tire of a vehicle and detects an acceleration generated when the tire travels;
Vehicle position detecting means for detecting the position of the vehicle;
Rough terrain road surface detecting means for detecting the rough terrain road surface based on the acceleration output from the acceleration sensor;
Informing means for informing the operation manager who manages the operation of the vehicle of the vehicle position associated with the detected rough terrain road surface;
Vehicle operation management device with Further comprising slip detection means for detecting a slip state of the tire with respect to the road surface based on the acceleration,
The vehicle operation management device according to claim 1, wherein the notification unit notifies the operation manager of a vehicle position associated with a road surface on which a slip state is detected by the slip detection unit. A pressure sensor for detecting the internal pressure of the tire;
Load calculating means for calculating a load applied to the tire based on the acceleration and the internal pressure;
Tire rotation number calculating means for calculating the tire rotation number based on the acceleration;
Fatigue estimation means for estimating a fatigue state of the undercarriage in the vehicle based on the history of the load and the tire rotation speed;
The vehicle operation management device according to claim 1, further comprising:

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