JP2022181514A - Drive control device of vehicle, drive control method of vehicle, drive system of vehicle, and vehicle - Google Patents

Abstract

To provide a drive control device of a vehicle, a drive control method of a vehicle, a drive system of a vehicle, and a vehicle which can perform drive control for safely conveying cargoes while preventing cargo collapse by accurately monitoring the loading state of the cargoes to the vehicle.SOLUTION: A drive control device of a vehicle comprises: a vehicle information storage part 212 which stores gravity center position information of the weight of the vehicle; a position-for-each loaded object acquisition part 222 which acquires loading position information for each of a plurality of loaded objects loaded on the vehicle; a deviation amount-for-each loaded object calculation part 223 which calculates a deviation amount from a prescribed reference position as a deviation amount for each loaded object for each of the plurality of loaded objects; an entire deviation amount calculation part 224 which calculates a distance between a gravity center position of the plurality of loaded objects and the entire vehicle and a gravity center position of the vehicle as an entire deviation amount; and a drive control part 31 which controls the drive of the vehicle on the basis of the deviation amount for each loaded object calculated by the deviation amount-for-each loaded object calculation part and the entire deviation amount calculated by the entire deviation amount calculation part.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a vehicle operation control device, a vehicle operation control method, a vehicle operation system, and a vehicle.

2. Description of the Related Art Conventionally, when transporting plate-shaped steel materials, products, and the like within a steelworks, these transported objects are loaded on separate transport vehicles. A separate transport vehicle is a towing vehicle (called a trailer head or tractor) provided with a driver's cab and a towed vehicle (called a truck) towed by this towing vehicle. transport vehicles (called trailers) coupled by Steel materials and products have a high specific gravity and weight, and care must be taken when transporting them. It is loaded flat on the transport vehicle in the state.

In transport vehicles, the steering (and driving) wheels are provided on the towing vehicle, and the rearmost trailing wheel in the vehicle is provided on the towed vehicle, so the distance between the steering wheel and the trailing wheel is longer than that of a general vehicle. , the inner ring difference is large. In addition, although a towed vehicle is often configured to be able to carry a large amount of cargo, the greater the weight of the cargo, the greater the impact on driving during acceleration, deceleration, and braking. In particular, if the towed vehicle is loaded with a heavy load with a high specific gravity, even a small eccentricity or variation in the load will have a large effect on the tracking accuracy during acceleration, deceleration, and braking of the vehicle. It may be difficult to run on the road width of .

In the steering and drive of a tow vehicle, the driver usually operates to absorb or narrow the small eccentricity and variation of the load based on his long experience, but sometimes he misunderstands the operation. . If the steering and drive operations are erroneous, there is a possibility that the loads will shift from each other.

Even if the acceleration/deceleration of the transportation vehicle is limited to prevent the load from slipping, errors in steering and drive, the presence or absence of slopes and irregularities in the road surface, rainfall conditions, vehicle vibration, individual differences in steel materials, etc. Due to influences, etc., there is a possibility that the frictional force generated between the steel materials that are the load may be exceeded, causing the load to shift. In order to cope with this, if the limit value of acceleration/deceleration of the vehicle is always set to a sufficiently low value with respect to the frictional force, the acceleration/deceleration time will increase, and it will be sufficient in places with many relatively short roads such as within the premises of predetermined facilities. As a result, there is a disadvantage that the transportation time increases.

In addition, as a measure to prevent the load from slipping, there is a method of lashing the load with a rope as described in Patent Document 1. In some cases, the trolley is elevated and has a shape that prevents direct lashing work. In that case, it is necessary to install a lashing work floor as a safety measure, resulting in poor workability. Moreover, if the temperature of the load is high enough to exceed the heat-resistant temperature of a lashing jig such as a rope, the jig may be damaged and the worker may be injured. Due to these factors, when conveying steel materials, they are often loaded on carts without lashing.

Further, Patent Literature 1 describes a technique of monitoring collapse of cargo by detecting the shape of a load using an ultrasonic sensor, and issuing an alarm when collapse of cargo is detected. Further, Patent Literature 2 discloses a technique for monitoring bias in the weight of a load based on the measurement results of a weight sensor installed in the vehicle while driving the vehicle, and controlling driving based on the monitoring results. ing.

JP-A-10-315843 JP 2019-171971 A

When monitoring the collapse of cargo using the technology disclosed in Patent Document 1 described above, if the cargo is at a high temperature, the air around the cargo fluctuates, and the ultrasonic sensor acquires accurate information. may not be possible.

Further, the technique disclosed in Patent Document 2 is effective in monitoring a large deviation of a single load, but when a plurality of transported items are stacked in a flat state, the load is It becomes difficult to detect bias accurately. For example, if some of the plate-shaped steel materials are displaced to the front of the vehicle and other steel materials are displaced to the rear of the vehicle, there is a high possibility that the cargo will collapse due to these misalignments. In some cases, the load as a whole is balanced in the front and rear and the bias is not detected. In addition, in the measurement using the weight sensor installed in the vehicle, the influence of the inclination and unevenness of the road surface is taken into consideration as disturbance, and the measurement accuracy may be lowered.

The present disclosure has been made in view of the above circumstances, and by accurately monitoring the loading state of cargo on a vehicle, it is possible to perform operation control to prevent cargo from collapsing and transport it safely. An object of the present invention is to provide a vehicle operation control device, a vehicle operation control method, a vehicle operation system, and a vehicle.

A vehicle operation control device according to the present disclosure includes a vehicle information storage unit that stores information on the position of the center of gravity of the weight of a vehicle; A deviation amount for each load, which calculates a deviation amount for each of the plurality of loads from a predetermined reference position as a deviation amount for each load, based on the information acquired by the acquisition unit and the position acquisition unit for each load. Calculation by a calculation unit, a total displacement amount calculation unit that calculates a distance between the center of gravity of the plurality of loads and the entire vehicle and the center of gravity of the vehicle as a total displacement amount, and the displacement amount calculation unit for each load. and an operation control unit for controlling operation of the vehicle based on the calculated deviation amount for each load and the overall deviation amount calculated by the overall deviation amount calculation unit.

The displacement amount calculation unit for each load uses, as a reference position used for calculating the displacement amount for each load, a preset loading reference position of the load on the vehicle or load position information of an adjacent load. good too.

Further, the displacement amount calculation unit for each loaded object may use one of a plurality of preset loading reference positions as a reference position used for calculating the displacement amount for each loaded object.

Further, the operation control section may use, as the amount of deviation for each load, an integrated value or a maximum value of the amount of deviation of each load calculated by the amount of deviation for each load calculating section.

Further, the load-by-load position acquiring unit acquires the loading position information of each load calculated based on distance information to the load measured by a distance measuring sensor installed at a predetermined position of the vehicle. may

Further, the operation control unit controls a first tolerance value set for the amount of deviation for each load and a second tolerance value larger than the first tolerance value, and a first tolerance value set for the total deviation amount and the and a second allowable value larger than the first allowable value, and at least one of the per-load deviation amount and the total deviation amount is greater than or equal to the applicable first allowable value and less than the applicable second allowable value. If there is, the maximum acceleration/deceleration set value of the vehicle is reduced to continue driving, and if at least one of the deviation amount for each load and the total deviation amount is equal to or greater than the corresponding second allowable value, the vehicle is operated. You may make it stop driving|running.

A plurality of first permissible values set for the amount of deviation for each load and a plurality of first permissible values set for the amount of overall deviation are set with different values. The operation of the vehicle may be controlled to change step by step depending on the amount or the magnitude of the total deviation amount.

The vehicle may be a towed vehicle of a separate transport vehicle that is towed by a towing vehicle provided with a driver's cab, or a transport vehicle that is integrated with the driver's cab.

Further, the vehicle may have an automatic operation mechanism, and the operation control unit may control operation of the vehicle by controlling the automatic operation mechanism.

Further, the driving control unit may control driving of the vehicle based on a human driving operation.

Further, the vehicle operation control method according to the present disclosure includes a vehicle information storage step of storing information on the position of the center of gravity of the weight of the vehicle; Based on the information acquired in the position acquisition step and the position acquisition step for each transported object, the deviation amount for each load from a predetermined reference position is calculated as the deviation amount for each loaded object for each of the plurality of loaded objects. a total displacement amount calculating step for calculating a distance between the center of gravity of the plurality of loads and the vehicle and the center of gravity of the vehicle as a total displacement; and the displacement per load calculating step. and an operation control step of controlling operation of the vehicle based on the calculated amount of deviation for each load and the total amount of deviation calculated in the step of calculating the total amount of deviation.

Further, a vehicle driving system according to the present disclosure includes any one of the vehicle driving control devices described above, and load-by-load position detection means installed in the vehicle and providing the load position information to the load-by-load position acquisition unit. Prepare.

A vehicle according to the present disclosure includes any one of the vehicle operation control devices described above, and the operation is controlled by the operation control device.

According to the vehicle operation control device, the vehicle operation control method, the vehicle operation system, and the vehicle of the present disclosure, by accurately monitoring the loading state of the cargo on the vehicle, cargo collapse can be prevented and the cargo can be transported safely. It is possible to perform operation control for

(a) is a top view of a transport vehicle equipped with an operation system using the operation control device according to the first embodiment, and (b) is a left side view of the transport vehicle. . 1 is a block diagram showing the configuration of a driving system according to a first embodiment; FIG. It is a flow chart which shows operation of the operation control device concerning a 1st embodiment. (a) shows a state in which a detection sensor is installed on the carriage of the transport vehicle used in the processing example (1) of calculating the loading position information of each steel material and the deviation amount of each steel material, which is executed by the operation control device according to the first embodiment. is a top view of the transport vehicle 1, and (b) is a side view of the transport vehicle 1 viewed from the left side. (a) shows a detection sensor (two-dimensional laser (b) is a diagram showing the loading position information of the steel calculated based on the information measured by the two-dimensional laser scanner. . From the detection sensor (one-dimensional laser displacement sensor array) installed in the transport vehicle used in the calculation processing example (1) of the loading position information of each steel material and the deviation amount of each steel material executed by the operation control device according to the first embodiment It is the figure which looked at the state which irradiated the laser beam to each steel material from the side. Loading position information of each steel material and load position information of steel material calculated based on the information measured by the detection sensor used in the processing example (2) of calculating the amount of deviation for each steel material and the loading position information of each steel material executed by the operation control device according to the first embodiment It is a figure which shows. (a) shows a detection sensor (three-dimensional optical type 1 is a top view of a state in which a distance measuring sensor) is installed, and (b) is a side view of the transport vehicle 1 viewed from the left side. Loading position information of each steel material and load position information of steel material calculated based on information measured by the detection sensor used in the processing example (3) for calculating the amount of deviation for each steel material and the loading position information of each steel material executed by the operation control device according to the first embodiment It is a figure which shows. It is a top view of a transport vehicle equipped with an operation system using an operation control device and a detection sensor (two-dimensional laser scanner) according to a second embodiment, and (b) is a left side view of the transport vehicle. It is a side view. It is a top view of a transport vehicle equipped with an operation system that uses an operation control device and a detection sensor (three-dimensional optical ranging sensor) according to a second embodiment, and (b) is a left side view of the transport vehicle. is a side view seen from .

The following describes how to control the operation of an engine vehicle or an electric vehicle with an automatic operation function when loading and transporting multiple plate-shaped steel materials on the premises of a steelworks or the like. Exemplary embodiments of an operation control device for performing will be described with reference to the drawings.

<<1st Embodiment>>
<Configuration of Operation System Using Operation Control Device for Transport Vehicle According to First Embodiment>
A configuration of an operation system 100 using the operation control device for a transport vehicle according to the first embodiment will be described with reference to FIGS. 1 and 2. FIG. FIG. 1(a) is a top view of a transport vehicle 1 equipped with an operation system 100, and FIG. 1(b) is a left side view of the transport vehicle 1. FIG. FIG. 2 is a block diagram showing the configuration of the driving system 100. As shown in FIG.

In this embodiment, the carrier vehicle 1 is configured as a separate carrier vehicle. The carrier vehicle 1 includes a towing vehicle 2 (called a trailer head or tractor) provided with a driver's cab and a towed vehicle 3 (called a truck) towed by the towing vehicle 2, which are connected. A towing vehicle (called a trailer) coupled by a mechanism. A plurality of steel materials A1, A2, A3, and A4 to be transported are loaded flat on the truck 3. As shown in FIG.

The operation system 100 according to the present embodiment includes n detection sensors 10-1 to 10-n (not shown in FIG. 1, where n is an integer of 1 or more) installed on the carriage 3 of the transport vehicle 1, A deviation amount calculation device 20 and a vehicle control device 30 are provided as operation control devices. The vehicle control device 30 is communicatively connected to the automatic operation mechanism 40 of the transport vehicle 1 . The number of detection sensors 10-1 to 10-n can be appropriately determined from one or more depending on the shape of the load, the size of the load, the arrangement of the load, and the like. Similarly, the positions of the detection sensors 10-1 to 10-n can be appropriately determined from the shape of the load, the size of the load, the arrangement of the load, and the like. Examples of the number and installation positions of the detection sensors 10-1 to 10-n will be described later.

The detection sensors 10-1 to 10-n as means for detecting the position of each load are composed of, for example, a two-dimensional distance measuring sensor or a three-dimensional distance measuring sensor. Detect relative position. The detection sensors 10-1 to 10-n have, for example, a wireless communication function, and provide detected information to the deviation amount calculation device 20 by wireless transmission. At this time, the detection sensors 10-1 to 10-n may transmit information detected not only by wireless communication but also by wired communication to the deviation amount calculation device 20 to provide it.

The deviation amount calculation device 20 has a storage unit 21 and a control unit 22 . The storage unit 21 has a sensor information storage unit 211 , a vehicle information storage unit 212 and a load information storage unit 213 . The sensor information storage unit 211 stores in advance installation position information and measurement direction information of the detection sensors 10-1 to 10-n. The vehicle information storage unit 212 stores weight information of the trolley 3 on which the load is loaded in the transport vehicle 1, information on the position of the center of gravity of the weight of the trolley 3, and loading reference position as a reference for the loading position of the load on the trolley 3. Pre-store information. The load information storage unit 213 stores in advance the weight information and, if necessary, the shape information of each steel material that is the load.

The control unit 22 includes a detection information acquisition unit 221, a position calculation unit for each steel material 222 as a position acquisition unit for each load, a shift amount calculation unit for each steel material 223 as a shift amount calculation unit for each load, and a total shift amount calculation unit. 224 . The detection information acquisition unit 221 acquires information detected by the detection sensors 10-1 to 10-n, for example, through wireless communication. The detection information acquisition unit 221 may acquire information detected by the detection sensors 10-1 to 10-n through wired communication. The position calculation unit 222 for each steel material calculates the loading position information of each steel material based on the information acquired by the detection information acquisition unit 221 and the information stored in the sensor information storage unit 211 .

Based on the information acquired by the position calculation unit 222 for each steel and the information stored in the vehicle information storage unit 212, the deviation amount calculation unit 223 for each steel calculates the position of the center of gravity of each steel as the amount of deviation for each load. A deviation amount and a deviation amount of the loading angle are calculated.

Based on the information calculated by the deviation amount calculation unit 223 for each steel material, the total deviation amount calculation unit 224 calculates a center-of-gravity deviation integrated value obtained by accumulating the deviation amount of the center-of-gravity position of each steel material, and the deviation amount of the loading angle of each steel material. is calculated as an integrated angular deviation amount value. Further, the total deviation amount calculation unit 224 is based on the information calculated by the steel material deviation amount calculation unit 223, the information stored in the vehicle information storage unit 212, and the information stored in the load information storage unit 213. , the position of the center of gravity of the weight of all the steel materials and the truck 3 as a whole. Then, the total deviation amount calculation unit 224 calculates the distance (deviation amount) between the center of gravity position of the calculated weight of all the steel materials and the truck 3 and the preset center of gravity position of the truck 3 as the total deviation amount. When the transport vehicle 1 is a separate transport vehicle as in the present embodiment, the position of the center of gravity of the truck 3 on which the steel material is loaded is used as the reference for calculating the total deviation amount. , it can be appropriately determined whether or not the vehicle is stably loaded.

The vehicle control device 30 has an operation control section 31 . The operation control unit 31 holds in advance the initial value of the maximum acceleration/deceleration setting value and the initial value of the maximum speed setting value of the transport vehicle 1, and controls the automatic operation mechanism 40 based on this. Further, the operation control unit 31 sets the maximum acceleration/deceleration set value and the maximum speed setting of the transport vehicle 1 based on the center-of-gravity deviation amount integrated value, the angle deviation amount integrated value, and the total deviation amount calculated by the total deviation amount calculation unit 224 . change the value. The automatic operation mechanism 40 is a mechanism for automatically operating the carrier vehicle 1 .

<Operation of Operation System Using Operation Control Device for Transport Vehicle According to First Embodiment>
As an operation of the operation system 100 according to the present embodiment, four rectangular steel materials A1, A2, A3, and A4 are flatly stacked on one place on the truck 3 as shown in FIGS. The process executed when the transport vehicle 1 transports the transport vehicle 1 after loading with lashing will be described. The shapes and sizes of the steel materials A1, A2, A3, and A4 may be the same or different. In this embodiment, the steel materials A1, A2, A3, and A4 are all plate-shaped rectangles, and are slightly different in size. FIG. 1(a) shows only the uppermost steel material A1 among the flatly stacked steel materials A1, A2, A3, and A4.

In this embodiment, the vehicle information storage unit 212 of the storage unit 21 of the deviation amount calculation device 20 stores information indicating the center of gravity B of the truck 3 shown in FIG. Information indicating point C is stored in advance. The alignment reference point C is information set in advance as an index for stably loading the load on the truck 3 .

These carriage center of gravity B and alignment reference point C are, for example, a predetermined position on the upper surface of the carriage 3, for example, the left front corner of the transport vehicle 1 viewed from above as shown in FIG. is indicated by coordinate values when the front-rear direction is the x-axis and the left-right direction is the y-axis. In this embodiment, it is assumed that there is only one position where the load is loaded on the truck 3, and the positioning reference point C is set at the same coordinate position as the gravity center B of the truck.

A predetermined position (for example, the center of gravity of the weight) of the load is aligned with the positioning reference point C, the long axis direction is aligned with the x-axis direction, and the short axis direction is aligned with the y-axis direction (loading reference position). Thus, the load can be stably loaded on the carriage 3 . Let D1, D2, D3, and D4 be the reference loading positions of the steel materials A1, A2, A3, and A4, respectively. FIG. 1(a) shows only the loading reference position D1 for the uppermost steel material A1 among the loading reference positions D1, D2, D3, and D4 of the flatly stacked steel materials.

First, the steel materials A1, A2, A3, and A4 are loaded on the carriage 3 in alignment with the respective loading reference positions D1, D2, D3, and D4, as shown in FIGS. Specifically, the center of gravity of each steel material A1, A2, A3, and A4 is aligned with the alignment reference point C as much as possible, the two sides in the long axis direction are aligned in the x-axis direction as much as possible, and the two sides in the short axis direction are aligned. It is loaded on the carriage 3 by aligning it with the y-axis direction as much as possible. Since the steel materials A1, A2, A3, and A4 are formed in a plate shape with a uniform (homogeneous) density, the center of gravity of the surface area is used as the center of gravity of the weight.

When the steel materials A1, A2, A3, and A4 are loaded on the carriage 3, the operation control unit 31 controls the automatic operation mechanism 40 to start the automatic operation of the transport vehicle 1. When automatic operation of the transport vehicle 1 is started, each of the detection sensors 10-1 to 10-n detects the relative positions of the ends of the steel materials A1, A2, A3, and A4 with respect to the self-detection sensor at predetermined time intervals. do. Processing executed by the deviation amount calculation device 20 and the vehicle control device 30 when automatic operation of the transport vehicle 1 is started will be described with reference to the flowchart of FIG. 3 .

First, the detection information acquisition unit 221 of the deviation amount calculation device 20 acquires the latest detection information from the detection sensors 10-1 to 10-n at predetermined time intervals (S1). Then, based on the acquired detection information, the position calculation unit 222 for each steel calculates loading position information E1, E2, E3, and E4 of each of the steels A1, A2, A3, and A4 on the truck 3 (S2).

Then, based on the calculated loading position information E1, E2, E3, and E4, the deviation amount calculation unit 223 for each steel material calculates the distance from the loading reference positions D1, D2, D3, and D4 for each of the steel materials A1, A2, A3, and A4. The amount of deviation is calculated as the amount of deviation for each load (S3). Specifically, the amount of deviation for each load of each of the steel materials A1, A2, A3, and A4 is the amount of deviation in the position of the center of gravity and the amount of deviation in the loading angle.

Based on the information detected by the detection sensors 10-1 to 10-n, the position calculation unit 222 for each steel calculates the loading position information of each steel, and the shift amount calculation unit 223 for each steel calculates the shift for each load of each steel. Calculation processing examples (1) to (3) when calculating the amount will be described below.

[Example (1) of calculating the loading position information of each steel material A1, A2, A3, and A4 and the deviation amount of each steel material]
Calculation processing example (1) will be described with reference to FIGS. FIG. 4(a) is a top view of the detection sensors 10-1 to 10-5 installed on the cart 3 of the transport vehicle 1, and FIG. 4(b) is a view from the left side of the transport vehicle 1. Fig. 2 is a viewed side view; In this calculation processing example (1), the deviation amount calculation device 20, as shown in FIGS. Acquire detection information about steel materials A1, A2, A3, and A4.

The detection sensors 10-1 and 10-2 are installed at different positions on the left end of the truck 3, the detection sensor 10-3 is installed in front of the truck 3, and the detection sensor 10-4 is installed at the right end of the truck 3. A detection sensor 10-5 is installed behind the truck 3. As shown in FIG. In this calculation processing example (1), the detection sensors 10-1 to 10-5 are each composed of a two-dimensional laser scanner (two-dimensional LiDAR) as a two-dimensional distance measuring sensor. As indicated by F1 to F2, laser beams are emitted from installation positions G1 to G5 in the directions of steel materials A1, A2, A3, and A4.

The detection sensors 10-1 to 10-5 respectively detect the ends H1, H2, H3, and H4 of each steel material, and the installation positions G1 to Obtain distance data from G5 to each end H1, H2, H3, H4. According to the detection sensors 10-1 to 10-5 configured by the two-dimensional laser scanners in this way, even if the plate thicknesses of the plurality of steel materials loaded on the truck 3 are different, each detection sensor Distance data from installation positions G1 to G5 to each steel material can be obtained with high accuracy.

Then, the detection sensors 10-1 to 10-5 transmit the acquired distance data to the deviation amount calculation device 20 as detection information.

In the displacement amount calculation device 20, the detection information acquisition unit 221 acquires the detection information transmitted from the detection sensors 10-1 to 10-5, and sends the information to the position calculation unit 222 for each steel material. The position calculation unit 222 for each steel material calculates horizontal distances J1, J2, J3, and J4 from the installation positions G1 to G5 of each detection sensor to each steel material based on the acquired detection information. The position calculation unit 222 for each steel material acquires the calculated horizontal distances J1, J2, J3, and J4 as relative position information of each steel material A1, A2, A3, and A4 with respect to each detection sensor 10-1 to 10-5. . Based on the obtained horizontal distances J1, J2, J3, and J4 and the information stored in the sensor information storage unit 211, the steel material position calculation unit 222 calculates the loading position information E1 of each steel material A1, A2, A3, and A4. , E2, E3, and E4.

The process of calculating the loading position information E1 of each steel material A1 by the steel material position calculation unit 222 will be described with reference to FIG. 5(b). First, the position calculation unit 222 for each steel material is one point of the end of the steel material A1 based on the horizontal distance J1 detected by the detection sensor 10-1 and the installation position information and measurement direction information of the detection sensor 10-1. As the positional information of the point K1, coordinate values on the xy plane are calculated. Similarly, the position calculation unit 222 for each steel material calculates the position of the end of the steel material A1 based on the horizontal distance J1 detected by the detection sensor 10-2 and the installation position information and measurement direction information of the detection sensor 10-2. The coordinate values of point K2, which is one point, are calculated. Similarly, the position calculation unit 222 for each steel material calculates the position of the end of the steel material A1 based on the horizontal distance J1 detected by the detection sensor 10-3 and the installation position information and measurement direction information of the detection sensor 10-3. The coordinate values of point K3, which is one point, are calculated. Similarly, the position calculation unit 222 for each steel material calculates the position of the end of the steel material A1 based on the horizontal distance J1 detected by the detection sensor 10-4 and the installation position information and measurement direction information of the detection sensor 10-4. The coordinate values of point K4, which is one point, are calculated. Similarly, the position calculation unit 222 for each steel material calculates the position of the end of the steel material A1 based on the horizontal distance J1 detected by the detection sensor 10-5 and the installation position information and measurement direction information of the detection sensor 10-5. The coordinate values of point K5, which is one point, are calculated.

Next, the position calculation unit 222 for each steel calculates the position information of the straight line L1 passing through the coordinate values of the point K1 and the point K2. Next, since the steel material A1 is rectangular and each corner is a right angle, the steel material position calculation unit 222 calculates the position information of the straight line L2 that is orthogonal to the straight line L1 and passes through the point K3. Next, the per-steel material position calculator 222 calculates the position information of a straight line L3 that is parallel to the straight line L1 and passes through the point K4. Next, the per-steel material position calculation unit 222 calculates position information of a straight line L4 that is parallel to the straight line L2 and passes through the point K5. Then, the position calculation unit 222 for each steel material calculates a rectangular range surrounded by the straight lines L1, L2, L3, and L4 as the loading position information E1 of the steel material A1. The position calculation unit 222 for each steel material sends the calculated loading position information E1 to the displacement amount calculation unit 223 for each steel material.

Upon acquiring the loading position information E1, the per-steel deviation amount calculating unit 223 calculates the center-of-gravity position M1 of the loading position information E1 based on the acquired information. At this time, the deviation amount calculation unit 223 for each steel material calculates the center-of-gravity position M1 of the loading position information E1 by using the fact that the density of the steel material A1 is uniform. Then, the deviation amount calculation unit 223 for each steel material calculates the distance between each calculated gravity center position M1 and the alignment reference point C as the deviation amount P1 of the gravity center position of the steel material A1.

Further, the deviation amount calculation unit 223 for each steel material calculates the angle formed between the x-axis direction and the straight line L1 or L3 or the angle formed between the y-axis direction and the straight line L2 or L4 as the deviation amount θ1 of the loading angle of the steel material A1. do.

The position calculation unit 222 for each steel similarly calculates the loading position information E2, E3, and E4 of the steel products A2, A3, and A4. , P2, P3, and P4 in the position of the center of gravity of A4, and the amounts of deviation θ2, θ3, and θ4 in the loading angle.

In the calculation process example (1) described above, when the thickness of the steel plates to be loaded is almost constant, the detection sensors 10-1 to 10-5 are two-dimensional distance measuring sensors, and for example, the number of steel plates to be loaded , a one-dimensional laser displacement sensor array. In this case, the detection sensors 10-1 to 10-5 are, as shown in FIG. , Q4. The laser displacement sensor units Q1, Q2, Q3, and Q4 each emit a laser beam to the corresponding steel materials A1, A2, A3, and A4 in a direction horizontal to the upper surface of the truck 3 including its own laser displacement sensor unit. Irradiate.

And each laser displacement sensor part Q1, Q2, Q3, Q4 detects ends H1, H2, H3, H4 of each steel material A1, A2, A3, A4, and each end H1, H2, H3, H4 Get distance data. Then, the detection sensors 10-1 to 10-5 transmit and provide the acquired distance data to the displacement amount calculation device 20 as detection information. In the deviation amount calculation device 20, the position calculation unit 222 for each steel material associates the horizontal distances R1, R2, R3, and R4 based on the detection information acquired from the detection information acquisition unit 221, and based on the associated information, the above-described Loading position information E1, E2, E3, and E4 of each steel material is calculated in the same manner as in the processing. Then, based on the calculated information, the deviation amount calculation unit 223 for each steel material calculates the deviation amounts P2, P3, and P4 of the center-of-gravity positions and the deviation amounts θ2, θ3, and θ4 of the loading angles of the respective steel materials A2, A3, and A4.

[Example (2) of calculating the loading position information of each steel material A1, A2, A3, and A4 and the deviation amount of each steel material]
In the calculation processing example (2), the load information storage unit 213 of the displacement amount calculation device 20 stores in advance the shape information of each of the steel materials A1, A2, A3, and A4. The shape information of each steel material includes information on the length T in the major axis direction and the length S in the minor axis direction of the rectangle. Further, the detection information acquisition unit 221 of the deviation amount calculation device 20 obtains the respective steel materials A1, A2 , A3, and A4. Then, the position calculation unit 222 for each steel material stores the detection information transmitted from the detection sensors 10-1 to 10-3, the information stored in the sensor information storage unit 211, and the steel materials stored in the load information storage unit 213. Loading position information E1, E2, E3, and E4 are calculated based on the shape information of .

Specifically, when calculating the loading position information E1 of the steel material A1, the position calculation unit 222 for each steel material first based on the information detected by the detection sensors 10-1 and 10-2 as shown in FIG. Position information of the straight line L1 is calculated based on the calculated coordinate values of the point K1 and the point K2. Next, the position calculation unit 222 for each steel calculates the position information of the straight line L2 based on the position information of the straight line L1 and the coordinate values of the point K3 calculated based on the information detected by the detection sensor 10-3. do.

Next, the position calculation unit 222 for each steel material acquires information on the length S of the short axis direction of the steel material A1 from the shape information of the steel material A1 stored in the load information storage unit 213, and The position information of the straight line L3 offset from the straight line L1 by the length S is calculated. Furthermore, the position calculation unit 222 for each steel material acquires information on the length T in the longitudinal direction of the steel material A1 from the shape information of the steel material A1 stored in the load information storage unit 213, , the position information of the straight line L4 at the position offset by the length T is calculated.

Then, the position calculation unit 222 for each steel material calculates a rectangular range surrounded by the straight lines L1, L2, L3, and L4 as the loading position information E1 of the steel material A1. The position calculation unit 222 for each steel material similarly calculates the loading position information E2, E3, and E4 of the steel materials A2, A3, and A4. After that, the process of calculating the deviation amount of the center of gravity position and the deviation amount of the loading angle of each steel material by the steel material deviation amount calculation unit 223 based on the calculated loading position information is the same as the calculation process example (1). Therefore, detailed description is omitted.

As described above, when calculating the loading position information E1, E2, E3, and E4 according to the calculation processing example (2), three detection sensors should be installed for the rectangular steel material as shown in FIG. , the loading position information can be calculated. Therefore, the operating system 100 can be configured with a smaller number of detection sensors than in the calculation process example (1).

[Example (3) of calculating the loading position information of each steel material A1, A2, A3, and A4 and the deviation amount of each steel material]
In the calculation processing example (3), the deviation amount calculation device 20 detects the respective steel materials A1, A2, A3, A4 from the two detection sensors 10-6 and 10-7 installed on the truck 3 as shown in FIG. Get detection information about The detection sensor 10-6 is installed on the left front of the truck 3, and the detection sensor 10-7 is installed on the right rear of the truck 3. As shown in FIG.

In this calculation processing example (3), the detection sensors 10-6 and 10-7 are composed of three-dimensional ranging sensors. For example, a three-dimensional laser scanner (three-dimensional LiDAR) and a ToF-3D camera are used as the three-dimensional ranging sensor. Alternatively, a two-dimensional laser scanner having a mechanism for sliding in a predetermined direction, for example, a laser scanner having a mechanism for two-dimensionally measuring a horizontal plane on the upper surface of the carriage 3 and sliding in a vertical direction perpendicular to the plane, or the like is used. You may use it as a three-dimensional ranging sensor.

The detection sensors 10-6 and 10-7 irradiate laser beams in the directions of the steel materials A1, A2, A3, and A4 from their respective installation positions. Then, as shown in FIG. 9, the detection sensor 10-6 acquires distance data to straight lines (straight lines L1 and L2) indicating the two sides forming the front left corner of the steel material A1, and the detection sensor 10-7 , to the straight lines (straight lines L3 and L4) representing the two sides forming the right rear corner of the steel material A1. The detection sensors 10-6 and 10-7 transmit the acquired distance data to the deviation amount calculation device 20 as detection information. Based on the detection information transmitted from the detection sensors 10-6 and 10-7, the position calculation unit 222 for each steel material of the deviation amount calculation device 20 calculates a rectangular range surrounded by straight lines L1, L2, L3, and L4. is calculated as the loading position information E1 of the steel material A1.

The position calculation unit 222 for each steel material similarly calculates the loading position information E2, E3, and E4 of the steel materials A2, A3, and A4. The position calculation unit 222 for each steel material sends the calculated loading position information E1, E2, E3, and E4 to the displacement amount calculation unit 223 for each steel material. After that, based on the calculated loading position information, the deviation amount calculation unit 223 for each steel material calculates the deviation amounts P1, P2, P3, and P4 of the center of gravity position of each steel material and the deviation amounts θ1, θ2, θ3, and θ4 of the loading angle. is the same as in calculation processing example (1), so detailed description thereof will be omitted.

As described above, when calculating the loading position information E1, E2, E3, and E4 according to the calculation processing example (3), as shown in FIGS. Loading position information can be calculated by installing two detection sensors. Therefore, the operating system 100 can be configured with a smaller number of detection sensors than in the calculation process examples (1) and (2). This completes the description of the calculation processing examples (1) to (3).

Returning to the flowchart of FIG. 3 , the total displacement amount calculation unit 224 of the displacement amount calculation device 20 integrated the displacement amounts of the center-of-gravity positions of the respective steel materials A1, A2, A3, and A4 calculated by the displacement amount calculation unit 223 for each steel material. , the integrated value of the center-of-gravity deviation amount is calculated. Further, the total displacement amount calculation unit 224 calculates an integrated angle displacement amount value by integrating the displacement amounts of the loading angles of the respective steel materials A1, A2, A3, and A4 calculated by the displacement amount calculation unit 223 for each steel material.

Further, the total deviation amount calculation unit 224 is based on the information calculated by the steel material deviation amount calculation unit 223, the information stored in the vehicle information storage unit 212, and the information stored in the load information storage unit 213. , the position of the center of gravity of the weight of all the steel materials and the truck 3 loaded with the steel materials. Then, the total displacement amount calculation unit 224 calculates the distance between the position of the center of gravity of the combined weight of all the steel materials and the truck 3 and the position of the truck gravity center B as the total displacement amount (S4). The total deviation amount calculation unit 224 transmits the calculated gravity center deviation amount integrated value, angular deviation amount integrated value, and total deviation amount to the vehicle control device 30 .

The operation control unit 31 of the vehicle control device 30 holds the initial maximum acceleration/deceleration set value and the initial maximum speed set value of the transport vehicle 1, and controls the automatic operation mechanism 40 based thereon. The initial value of the maximum acceleration/deceleration of the transport vehicle 1 is basically set to a value that allows the transport vehicle 1 to travel without exceeding the frictional force generated between the steel materials to be loaded.

However, even if the vehicle is driven within the maximum acceleration/deceleration that is limited in this way, if the driving safety is low, such as when the road surface is sloped or uneven, or when it is raining, vibrations may occur. In the case of a vehicle body with a large frictional force, or in the case where the steel materials to be loaded are made of a material with a small frictional force, there may be a deviation between the steel materials. To cope with such a case, if the maximum acceleration/deceleration is set to a lower value, the acceleration/deceleration time will increase. If the acceleration/deceleration time increases, the traveling speed will always be low in places with many relatively short roads, such as in the premises, even if the traveling safety is high, resulting in the disadvantage that the transportation time will be longer. .

In order to suppress the occurrence of the demerits described above, in the present embodiment, the operation control unit 31 determines the operation content based on the integrated value of the center-of-gravity deviation amount, the integrated value of the angular deviation amount, and the total deviation amount obtained from the deviation amount calculation device 20. change. Specifically, the maximum acceleration/deceleration set value and the maximum speed set value are reduced, or the operation is stopped.

Further, the operation control unit 31 uses the first allowable value of the integrated value of the deviation of the center of gravity, the angle A first allowable value for the integrated deviation amount and a first allowable value for the total deviation amount are held. Further, the operation control unit 31 uses the second permissible value of the integrated value of the deviation of the center of gravity, the second permissible value of the integrated value of the angular deviation, and the and the second allowable value of the total deviation amount. Each second tolerance is a value greater than the corresponding first tolerance.

Details of the processing executed by the operation control unit 31 will be described. When the operation control unit 31 acquires the center-of-gravity deviation amount integrated value, the angular deviation amount integrated value, and the overall deviation amount from the deviation amount calculation device 20, the operation control unit 31 determines whether or not all of these values are less than the corresponding first allowable value. is determined (S5). Here, when all the values are less than the first allowable value (“NO” in S5), the operation control section 31 continues the current operation. That is, the operation is continued so as to arrive at the destination within a predetermined transportation time within the maximum acceleration/deceleration set so that the vehicle can travel with vibrations that do not exceed the frictional force generated between the steel materials. In that case, the deviation amount calculation device 20 and the vehicle control device 30 repeat the processing of S1 to S5.

Further, if at least one of the obtained integrated value of center-of-gravity deviation amount, integrated angular deviation amount, and total deviation amount is equal to or greater than the corresponding first allowable value (“YES” in S5), the operation control unit 31 Judged that if the current operation continues, there is a possibility that the load shift of steel materials will progress. Then, the operation control unit 31 outputs an instruction to reduce the maximum acceleration/deceleration set value and the maximum speed set value in order to prevent the progress of the shift in load of the steel materials (S6).

The automatic operation mechanism 40 continues automatic operation by reducing the maximum acceleration/deceleration set value and the maximum speed set value to lower and safer values than the initial values in accordance with instructions output from the operation control unit 31 . By reducing the maximum acceleration/deceleration set value and the maximum speed set value, the travel time to the destination is increased, but the amount of deviation of the steel material on the carriage 3 is increased and collapse can be avoided.

When the operation control unit 31 outputs an instruction to reduce the maximum acceleration/deceleration set value and the maximum speed set value, the operation control unit 31 further calculates all of the center-of-gravity deviation amount integrated value, the angle deviation amount integrated value, and the overall deviation amount obtained from the deviation amount calculation device 20. , is less than the corresponding second allowable value (S7). Here, when all the values are less than the second allowable value (“NO” in S7), the operation control unit 31 continues operation while reducing the maximum acceleration/deceleration set value and the maximum speed set value to safe values. . In that case, the deviation amount calculation device 20 and the vehicle control device 30 repeat the processes of S1 to S7.

Further, if at least one of the obtained integrated value of center-of-gravity deviation amount, integrated angular deviation amount, and total deviation amount is equal to or greater than the corresponding second allowable value ("YES" in S7), the operation control unit In 31, there is a high possibility that the steel material on the truck 3 will collapse, the steel material will protrude from the top of the truck 3 and easily collide with surrounding objects, or the load shift will be large, making it difficult to continue driving. I judge. Then, the operation control unit 31 outputs an instruction to stop the operation in order to avoid collapsing of the steel material (S8). The automatic operation mechanism 40 stops the operation of the carrier vehicle 1 according to the instruction output from the operation control unit 31 .

According to the first embodiment described above, the amount of displacement of a plurality of steel materials loaded on the truck 3 of the transport vehicle 1 is monitored for each steel material and for the entire transport vehicle 1, and the operation contents are determined based on the magnitude of the amount of deviation. By changing the , the steel material can be transported safely so that it does not collapse. When changing the operation details based on the amount of deviation, reduce the maximum acceleration/deceleration setting value and maximum speed setting value → stop the operation in stages, thereby minimizing the transfer time as much as possible. can be transported.

<<Second embodiment>>
<Configuration of Operation System Using Operation Control Device for Transport Vehicle According to Second Embodiment>
A configuration of an operation system 200 using the operation control device for a transport vehicle according to the second embodiment will be described with reference to FIGS. In the driving system 200 according to the present embodiment, assuming that there are two loading positions of the load on the truck 3, the vehicle information storage unit 212 of the deviation amount calculation device 20 stores information indicating the truck gravity center B, Information indicating two alignment reference points C1 and C2 is stored in advance. The positioning reference point C1 is set forward of the center of gravity B of the truck, and the positioning reference point C2 is set behind the center of gravity B of the truck. Since other configurations are the same as those of the operating system 100 described in the first embodiment, detailed description thereof will be omitted.

<Operation of Operation System Using Operation Control Device for Transport Vehicle According to Second Embodiment>
As the operation of the operation system 200 according to the present embodiment, when four rectangular steel materials are stacked flat and unfastened at two locations on the carriage 3 and are conveyed by the transport vehicle 1, the operation system 200 will be described.

In this embodiment, when the detection sensor is composed of a two-dimensional laser scanner or a one-dimensional laser displacement sensor array, as shown in FIGS. Five detection sensors are installed in each. Specifically, detection sensors 10-8 to 10-12 are installed for the loading locations with respect to the alignment reference point C1, and detection sensors 10-13 to 10-13 are installed for the loading locations with respect to the alignment reference point C2. Install 10-17.

Further, when the detection sensor is composed of a three-dimensional optical distance measuring sensor, as shown in FIGS. to be installed. Specifically, detection sensors 10-18 and 10-19 are installed for the loading location with respect to the alignment reference point C1, and detection sensors 10-20 and 10-20 are installed for the loading location with respect to the alignment reference point C2. Install 10-21.

On the trolley 3 on which the detection sensor is installed in this way, the steel materials A5, A6, A7, and A8 are aligned with the center of gravity of the weight at the front positioning reference point C1, and the long axis direction is aligned with the x-axis direction. , the short axis direction is aligned with the y-axis direction, and the objects are stacked flat and without lashing. In addition, the steel materials A9, A10, A11, and A12 are loaded with the center of gravity aligned with the rear positioning reference point C2, the long axis direction aligned with the x-axis direction, and the short axis direction aligned with the y-axis direction. Load flatly and without lashing at the reference position.

When the steel materials A5, A6, A7 and A8 and the steel materials A9, A10, A11 and A12 are loaded on the truck 3, the operation control unit 31 controls the automatic operation mechanism 40 to start automatic operation of the transport vehicle 1. When the transportation vehicle 1 starts to operate, each detection sensor detects the edge of each steel material, and the loading position information of each steel material is calculated based on this detection information, as in the case of the first embodiment ( S1, S2), and furthermore, the amount of deviation of the center of gravity position and the amount of deviation of the loading angle of each steel material are calculated (S3). When calculating these values, of the two alignment reference points C1 and C2, the one closer to the respective steel material is used as the corresponding alignment reference point.

Based on the information detected by each detection sensor, the deviation amount calculation device 20 calculates the loading position information of each steel material, and further calculates the deviation amount of the center of gravity position and the deviation amount of the loading angle of each steel material. It is executed in the same manner as any of the calculation processing examples (1) to (3) described in the first embodiment.

When the amount of deviation of the center of gravity position of each steel material and the amount of deviation of the loading angle of each steel material are calculated by the deviation amount calculation part 223 for each steel material, the total deviation amount calculation part 224 calculates the amount of deviation of the center of gravity of the flatly stacked steel materials for each loading position. Calculate the integrated value. Specifically, the total deviation amount calculation unit 224 calculates the integrated values of the center-of-gravity deviation amounts of the steel materials A5, A6, A7, and A8 corresponding to the alignment reference point C1, and calculates the integrated values of the center-of-gravity deviation amounts of the steel material A9 corresponding to the alignment reference point C2. , A10, A11, and A12 are calculated.

Further, the total displacement amount calculation unit 224 calculates an integrated angular displacement amount value of the flatly stacked steel materials for each loading position. Specifically, the total deviation amount calculation unit 224 calculates the integrated angular deviation amounts of the steel materials A5, A6, A7, and A8 corresponding to the alignment reference point C1, and calculates the integrated angular deviation amount of the steel material A9 corresponding to the alignment reference point C2. , A10, A11, and A12 are calculated.

Further, the total deviation amount calculation unit 224 is based on the information calculated by the steel material deviation amount calculation unit 223, the information stored in the vehicle information storage unit 212, and the information stored in the load information storage unit 213. , the position of the center of gravity of the weight of all the steel materials on the truck 3 and the weight of the truck 3 is calculated. Then, the total displacement amount calculation unit 224 calculates the distance between the position of the center of gravity of the weight of all the steel materials and the truck 3 and the position of the truck gravity center B as the total displacement amount (S4). The total deviation amount calculation unit 224 transmits the calculated gravity center deviation amount integrated value, angular deviation amount integrated value, and total deviation amount to the vehicle control device 30 .

The operation control unit 31 of the vehicle control device 30 determines that the integrated value of the center-of-gravity deviation amount, the integrated value of the angular deviation amount, and the total deviation amount for each loading position acquired from the deviation amount calculation device 20 are all less than the corresponding first allowable value. It is determined whether or not there is (S5). Here, when all values are less than the first allowable value ("NO" in S5), the operation control unit 31 continues normal operation. In that case, the deviation amount calculation device 20 and the vehicle control device 30 repeat the processing of S1 to S5.

Further, if at least one of the acquired integrated value of center-of-gravity deviation amount, integrated angular deviation amount, and total deviation amount for each loading point is equal to or greater than the corresponding first allowable value ("YES" in S5), The operation control unit 31 determines that if the current operation is continued, there is a possibility that the shift in load of the steel materials will progress. Then, the operation control unit 31 outputs an instruction to reduce the maximum acceleration/deceleration set value and the maximum speed set value in order to prevent the progress of the shift in load of the steel materials (S6).

When the operation control unit 31 outputs the above-described reduction instruction, the center-of-gravity deviation amount integrated value, the angular deviation amount integrated value, and the overall deviation amount for each loading position acquired from the deviation amount calculation device 20 are all It is determined whether or not it is less than the allowable value (S7). Here, when all the values are less than the second allowable value (“NO” in S7), the operation control unit 31 continues operation while reducing the maximum acceleration/deceleration set value and the maximum speed set value to safe values. . In that case, the deviation amount calculation device 20 and the vehicle control device 30 repeat the processes of S1 to S7.

Further, if at least one of the obtained integrated value of center-of-gravity deviation amount, integrated angular deviation amount, and total deviation amount for each loading point is equal to or greater than the corresponding second allowable value ("YES" in S7), The operation control unit 31 determines that there is a high possibility that the steel material on the truck 3 will collapse, that the steel material will protrude from the truck 3 and easily collide with surrounding objects, or that the load shift will be large and the operation itself will become difficult. Judge difficult. Then, the operation control unit 31 outputs an instruction to stop the operation in order to avoid collapsing of the steel material (S8). The automatic operation mechanism 40 stops the operation of the carrier vehicle 1 according to the instruction output from the operation control unit 31 .

According to the second embodiment described above, even when steel materials are loaded at a plurality of positions on the truck 3 of the transport vehicle 1, operation is performed based on the amount of deviation for each steel material, for each loading position, and for the entire transport vehicle 1. You can change the content. As a result, even if only one of the steel materials loaded in multiple locations is likely to collapse, this can be detected with high accuracy, and the operation content can be changed to safely transport all the loaded steel materials. can be done.

In the above-described second embodiment, the first allowable value and the second allowable value regarding the integrated value of the amount of deviation of the center of gravity and the first allowable value and the second allowable value regarding the integrated value of the amount of angular deviation differ for each corresponding loading position. may be the same.

In addition, in the above-described second embodiment, the case where the number of loading locations is two has been described, but the number of loading locations is not limited to this, and may be three or more.

In the above-described first and second embodiments, the operation control unit 31 determines the amount of deviation of each steel material as the integrated value of the deviation amount of the center of gravity position of each steel material, and the deviation amount of the loading angle of each steel material. A case has been described in which the angular deviation amount integrated value obtained by accumulating is used. However, the present invention is not limited to this, and the operation control unit 31 may use the maximum deviation amount of the center of gravity position of each steel material and the maximum deviation amount of the loading angle of each steel material as the deviation amount of each steel material. good.

In this case, the operation control unit 31 uses a first tolerance value and a second tolerance value related to the deviation amount of the center of gravity position, and a first tolerance value related to the deviation amount of the angular deviation loading angle as threshold values for determining the details of the operation control of the transport vehicle 1. A first tolerance and a second tolerance are retained. If at least one of the maximum amount of deviation of the center of gravity position of the steel material, the maximum amount of deviation of the loading angle of the steel material, and the total deviation amount is equal to or greater than the corresponding first allowable value, the operation control unit 31 , to output an instruction to decrease the maximum acceleration/deceleration set value and maximum speed set value. In addition, the operation control unit 31 determines whether at least one of the maximum amount of deviation of the center of gravity position of the steel material, the maximum amount of deviation of the loading angle of the steel material, and the total amount of deviation is equal to or greater than the second allowable value. output an operation stop instruction.

By controlling the details of operation using the maximum value of each amount of deviation in this way, even if, for example, only one of the steel materials to be loaded has a large deviation, this can be detected with high accuracy and collapse of the load can be prevented. can. If only one of the loaded steel materials is displaced significantly, there is a possibility that the load will collapse starting from this point, so detecting this point is effective for preventing the collapse of the load.

Further, in the above-described first and second embodiments, the thresholds for determining whether or not to output a reduction instruction for the maximum acceleration/deceleration set value, etc., are the integrated value of the center of gravity deviation, the integrated angular deviation, and the total deviation. A case has been described where one value (first allowable value) is set for each quantity. However, the present invention is not limited to this, and two or more first tolerance values may be set for each of the center-of-gravity deviation amount integrated value, the angular deviation amount integrated value, and the overall deviation amount. In this case, the operation control unit 31 changes the maximum acceleration/deceleration set value or the like step by step according to the integrated value of the center-of-gravity deviation amount, the integrated angular deviation amount, or the magnitude of the total deviation amount.

Further, in the above-described first and second embodiments, the deviation amount calculation unit 223 for each steel material calculates the distance between the center of gravity position of the loading position information of each steel material and the alignment reference point as the deviation amount of the center of gravity position of each steel material. explained the case of That is, the case where the preset alignment reference point is used as the reference position used for calculating the amount of deviation of the center-of-gravity position has been described. However, the present invention is not limited to this. It may be calculated as a shift amount of the center-of-gravity position of the steel material. In other words, as the reference position used for calculating the amount of deviation of the center of gravity position, the load position information of the adjacent steel material may be used.

Further, in the above-described first and second embodiments, the deviation amount calculation unit 223 for each steel material calculates the angle between the front-rear direction (x-axis) of the truck 3 and the long side of the steel material, or the left-right direction (y-axis) and the steel material. A case has been described in which the angle formed by the short side of the steel material is calculated as the deviation amount of the loading angle of each steel material. However, it is not limited to this. The angle formed by the short side of the lower steel material may be calculated as the deviation amount of the loading angle of the steel material.

In this case, the deviation amount calculation unit 223 for each steel material calculates the position of the center of gravity of the loading position information of each steel material and the alignment reference for the lowest steel material among the plurality of loaded steel materials, as described in the above-described embodiment. The distance to the point is calculated as the shift amount of the center of gravity position of each steel material. Also, the angle formed between the longitudinal direction (x-axis) of the truck 3 and the long side of the steel material, or the angle formed between the lateral direction (y-axis) and the short side of the steel material, is calculated as the amount of deviation of the loading angle of each steel material. .

Then, for the second steel material from the bottom, the deviation amount calculation unit 223 for each steel material calculates the relative deviation amount between the center-of-gravity position of the second-bottom steel material and the center-of-gravity position of the lowest steel material. is calculated as the deviation amount of the center of gravity position of the second steel material. Further, the deviation amount calculation unit 223 for each steel material calculates the angle formed by the long side of the second steel material from the bottom and the long side of the bottom steel material, or the short side of the second steel material from the bottom and the bottom steel material. is calculated as the amount of deviation of the loading angle of the second steel material from the bottom. Similarly, the deviation amount calculation unit 223 for each steel material calculates the amount of deviation of the center of gravity position relative to the steel material one level lower for the third and subsequent steel materials from the bottom as the deviation amount of the center of gravity position of the steel material. Also, the amount of deviation of the loading angle relative to the steel material in the lower stage is calculated as the amount of deviation of the loading angle of the steel material.

Further, based on the information calculated by the deviation amount calculation unit 223 for each steel material, the total deviation amount calculation unit 224 calculates the center of gravity position of the weight of all the steel materials and the weight of the truck 3 and the center of gravity of the truck as in the first or second embodiment. The distance from the position of B is calculated as the total deviation amount.

Then, the operation control unit 31 determines the first tolerance corresponding to at least one of the integrated value or maximum value of the deviation amount of the center of gravity position of each steel material, the integrated value or maximum value of the deviation amount of the loading angle, and the total deviation amount. If it is greater than or equal to the value, an instruction to reduce the maximum acceleration/deceleration set value and the maximum speed set value is output. Further, the operation control unit 31 outputs an operation stop instruction when these values are equal to or greater than the corresponding second allowable value.

In this way, by controlling the operation based on the amount of deviation of the center of gravity position and the amount of deviation of the loading angle relative to the adjacent steel materials calculated for each steel material, the susceptibility of load collapse is further reduced. Accurate detection can prevent collapse of cargo.

Further, in the above-described first and second embodiments, the case where the transport vehicle 1 operates by automatic operation has been described. However, the present invention is not limited to this, and may be applied to a case where a person drives the transportation vehicle 1 . Also in this case, when the deviation amount acquired from the deviation calculation device 20 is equal to or greater than the first allowable value, the operation control section 31 of the vehicle control device 30 lowers the maximum acceleration/deceleration set value. Then, the operation control unit 31 controls the acceleration/deceleration value of the transport vehicle 1 so as not to exceed the maximum acceleration/deceleration setting value even if the operation amount of the accelerator pedal or the brake pedal becomes larger than a predetermined value. Further, when the deviation amount acquired from the deviation amount calculation device 20 is equal to or greater than the second allowable value, the operation control unit 31 determines whether the acceleration/deceleration setting value is higher than the maximum acceleration/deceleration setting value regardless of whether the accelerator pedal and the brake pedal are operated. The conveyance vehicle 1 is stopped by decelerating with a small deceleration value. By controlling in this manner, even when the transport vehicle 1 is driven by a person, the loaded steel materials can be safely transported without collapsing.

Further, in the above-described first and second embodiments, the transport vehicle 1 includes a towing vehicle 2 provided with an operator's cab and a truck 3 loaded with steel materials and towed by the towing vehicle 2, which are connected by a connecting mechanism. The case where the transport vehicle is configured with a separate transport vehicle has been described. However, the transport vehicle 1 is not limited to this, and the transport vehicle 1 may be an integrated transport vehicle in which a vehicle on which steel materials are loaded and a driver's cab are integrated. Any suitable transportation vehicle can be used depending on the shape of the object to be transported.

When the transport vehicle 1 is composed of an integrated transport vehicle, the position of the center of gravity of the integrated transport vehicle is used as the reference for calculating the total deviation amount, so that the steel material can be stably loaded on the vehicle as a whole. It is possible to appropriately judge whether or not

Although several embodiments have been described, modifications or variations of the embodiments are possible based on the above disclosure. All components of the above embodiments and all features recited in the claims may be extracted individually and combined as long as they are not inconsistent with each other.

1 carrier vehicle 2 towing vehicle 3 towed vehicle (truck)
10, 10-1 to 10-n detection sensor 20 deviation amount calculation device 21 storage unit 22 control unit 30 vehicle control device 31 operation control unit 40 automatic operation mechanism 100, 200 operation system 211 sensor information storage unit 212 vehicle information storage unit 213 Loaded object information storage unit 221 Detection information acquisition unit 222 Position calculation unit for each steel material 223 Shift amount calculation unit for each steel material 224 Overall shift amount calculation unit

Claims (13)

a vehicle information storage unit that stores information on the position of the center of gravity of the weight of the vehicle;
a position acquisition unit for each load, which acquires load position information for each of a plurality of loads loaded on the vehicle;
a displacement amount calculation unit for each load, which calculates an amount of displacement from a predetermined reference position for each of the plurality of loads as a displacement amount for each load, based on the information acquired by the position acquisition unit for each load;
an overall displacement amount calculation unit that calculates a distance between the center of gravity of the plurality of loads and the entire vehicle and the position of the center of gravity of the vehicle as an overall displacement;
a driving control unit for controlling operation of the vehicle based on the deviation amount for each load calculated by the deviation amount calculation unit for each load and the total deviation amount calculated by the total deviation amount calculation unit. Vehicle driving control device. The displacement amount calculation unit for each load uses, as a reference position used for calculating the displacement amount for each load, a preset loading reference position of the load in the vehicle or load position information of an adjacent load. The vehicle operation control device according to claim 1 . 3. The vehicle according to claim 1 or 2, wherein the per-load shift amount calculating section uses one of a plurality of preset load reference positions as a reference position used for calculating the per-load shift amount. operation control device. 4. Any one of claims 1 to 3, wherein the operation control unit uses an integrated value or a maximum value of the deviation amount of each load calculated by the deviation amount calculation unit for each load as the deviation amount for each load. 1. A vehicle operation control device according to claim 1. The load-by-load position acquiring unit acquires the loading position information of each load calculated based on distance information to the load measured by a distance sensor installed at a predetermined position of the vehicle. A vehicle operation control device according to any one of 1 to 4. The operation control unit controls a first tolerance value set for the amount of deviation for each load and a second tolerance value larger than the first tolerance value, and a first tolerance value set for the overall deviation amount and the second tolerance value. and a second allowable value larger than the 1 allowable value, and at least one of the per-load deviation amount and the total deviation amount is greater than or equal to the applicable first allowable value and less than the applicable second allowable value. For example, the vehicle is operated by reducing the maximum acceleration/deceleration set value of the vehicle, and if at least one of the amount of deviation for each load and the amount of deviation for the entire vehicle is equal to or greater than the corresponding second allowable value, the vehicle is operated. The vehicle operation control device according to any one of claims 1 to 5, which stops the a plurality of first permissible values set with respect to the amount of deviation for each load and a plurality of first permissible values set with respect to the amount of overall deviation, each having a different value;
7. The vehicle operation control device according to claim 6, wherein said operation control unit performs control so as to change the operation of said vehicle step by step according to the amount of deviation for each load or said total amount of deviation. Any one of claims 1 to 7, wherein the vehicle is a towed vehicle of a separate transport vehicle that is towed by a tow vehicle provided with a driver's cab, or a transport vehicle integrated with the driver's cab. 10. A vehicle operation control device according to claim 1. The vehicle has an automatic driving mechanism,
The vehicle operation control device according to any one of claims 1 to 8, wherein the operation control unit controls operation of the vehicle by controlling the automatic operation mechanism. The vehicle driving control device according to any one of claims 1 to 8, wherein said driving control unit controls driving of said vehicle based on a human driving operation. a vehicle information storage step for storing information about the position of the center of gravity of the weight of the vehicle;
an object-by-object position acquisition step of acquiring loading position information for each of a plurality of objects loaded on the vehicle;
a deviation amount calculation step for each loaded object, in which a deviation amount for each of the plurality of loaded objects from a predetermined reference position is calculated as a deviation amount for each loaded object, based on the information acquired in the position-by-transported object position acquisition step;
an overall deviation amount calculating step of calculating a distance between the center of gravity of the plurality of loads and the entire vehicle and the center of gravity of the vehicle as a total deviation;
and an operation control step of controlling the operation of the vehicle based on the deviation amount for each load calculated in the deviation amount calculation step for each load and the overall deviation amount calculated in the overall deviation amount calculation step. operation control method. A vehicle operation control device according to any one of claims 1 to 10;
A vehicle driving system comprising: load-by-load position detection means installed in the vehicle and providing the load position information to the load-by-load position acquisition unit. A vehicle comprising the operation control device according to any one of claims 1 to 10, the operation being controlled by the operation control device.

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