JP2023131543A - Cargo compartment detection device, cargo compartment detection method, and cargo compartment detection program - Google Patents

Abstract

To provide a cargo compartment detection device capable of effectively diagnosing an abnormality of a sensor for detecting a cargo compartment.SOLUTION: A hold detection device 300 comprises: a cargo compartment detection unit 307 that detects a hold 201 by a plurality of ranging sensors and/or image sensors 18 and 19; a cargo compartment estimation unit 306 that estimates, for different combinations of the sensors 18 and 19, the position (Px, Py, and Pz) and/or attitude (θx,θy, and θz) of the hold 201 on the basis of the detection results of the sensors 18 and 19 constituting each combination; an estimation result comparison unit 312 that compares estimation results for the combinations of the cargo compartment estimation unit 306; and an abnormality diagnosis unit 313 that diagnoses an abnormality of at least one of the sensors 18 and 19 on the basis of the comparison result of the estimation result comparison unit 312.SELECTED DRAWING: Figure 10

Description

The present invention relates to a cargo compartment detection device and the like that can be used in an unloading device for unloading cargo on a ship.

2. Description of the Related Art As an unloading device for unloading cargo from a ship, a unloading device for unloading cargo loaded on a ship onto land is known. Among such unloading devices, those that handle bulk cargo or bulk materials such as coal or iron ore are also called unloaders. It is also called a continuous unloader or continuous ship unloader in the sense that it continuously handles bulk cargo loaded on a ship. In this specification, the abbreviation CSU may be used.

Japanese Patent Application Publication No. 2019-131394

Patent Document 1 discloses a technique for deriving the relative position of an unloader device and a ship based on a detection result of an upper edge of a shipyard (cargo hold) using a distance measurement sensor (laser sensor). Since the distance measuring sensor is provided in a scraping section inserted into a shipyard or a bucket elevator to scrape off bulk materials such as coal, there is a possibility that the distance measuring sensor may be contaminated by coal or the like. A contaminated ranging sensor cannot perform normal edge detection, and the accuracy of deriving the relative position between the unloader device and the ship is significantly deteriorated.

The present invention has been made in view of these circumstances, and an object of the present invention is to provide a cargo compartment detection device and the like that can effectively diagnose an abnormality in a sensor that detects a cargo compartment.

In order to solve the above problems, a cargo compartment detection device according to an aspect of the present invention includes a cargo compartment detection unit that detects a cargo compartment of a ship using a plurality of sensors, and a configuration for each combination of different combinations of the plurality of sensors. a cargo compartment estimating unit that estimates the position and/or orientation of the cargo compartment from the detection results of sensors that detect the cargo compartment; an estimation result comparing unit that compares the estimation results for each combination by the cargo compartment estimating unit; and a comparison result by the estimation result comparing unit. an abnormality diagnosis unit that diagnoses an abnormality in at least one sensor based on the above.

According to this aspect, the estimation results of the position and/or orientation of the cargo hold obtained by different combinations of a plurality of sensors are compared, and if an abnormality is found in some of the estimation results, for example, the combination that generated the estimation results is compared. It is possible to detect that there is an abnormality in at least one sensor included in the sensor.

Another aspect of the invention is a cargo compartment detection method. This method includes a cargo compartment detection step in which a cargo compartment of a ship is detected using multiple sensors, and a cargo compartment position and/or attitude that is estimated from the detection results of the sensors that make up each combination for different combinations of multiple sensors. an estimation result comparison step that compares estimation results for each combination in the cargo room estimation step; and an abnormality diagnosis step that diagnoses an abnormality in at least one sensor based on the comparison results obtained in the estimation result comparison step. and.

Note that arbitrary combinations of the above-mentioned components and expressions of the present invention converted between methods, devices, systems, recording media, computer programs, etc. are also effective as aspects of the present invention.

According to the present invention, an abnormality in a sensor that detects a cargo compartment can be effectively diagnosed.

FIG. 2 is a front view showing the overall configuration of the unloading device. FIG. 2 is a perspective view showing the overall configuration of the unloading device. FIG. 3 is a diagram showing a detailed configuration of the unloading section. FIG. 3 is a diagram showing the appearance of a distance measurement sensor. It is a top view which shows the example of arrangement|positioning of a distance measurement sensor. FIG. 1 is a functional block diagram showing a first embodiment of a shipyard detection device. FIG. 3 is a diagram schematically showing a model of a shipyard estimated by a position estimating unit. FIG. 3 is a diagram schematically showing each coordinate system set regarding the unloading device. It is a flow chart which shows an example of shipyard detection processing by a shipyard detection device. It is a functional block diagram showing a second embodiment of a shipyard detection device. An example is shown in which the cargo compartment detection section is configured by four distance measuring sensors provided in the unloading section. Indicates a state in which the redundancy of the ranging sensor is lost. It is a flow chart which shows a specific example of shipyard detection processing by a shipyard detection device.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings. In the description and drawings, the same or equivalent components, members, and processes are denoted by the same reference numerals, and overlapping explanations will be omitted as appropriate. The scales and shapes of the parts shown in the figures are set for convenience to facilitate explanation, and should not be interpreted in a limited manner unless otherwise stated. The embodiments are illustrative and do not limit the scope of the present invention. All features and combinations thereof described in the embodiments are not necessarily essential to the invention.

FIG. 1 shows the overall configuration of a unloading device 1 as an unloading device according to an embodiment of the present invention. The unloading device 1 is a continuous unloader or a continuous unloader for ships that unloads the cargo loaded on the ship 200 or the bulk cargo M as ship cargo onto land. Hereinafter, the unloading device 1 will also be referred to as CSU1. The CSU 1 continuously transports bulk cargo M stored in a shipyard 201 serving as a cargo hold of a ship 200 berthed to a quay 101 of a pier 102 of a port or the like to land. Examples of the bulk material M include coal, coke, ore, and the like. The CSU 1 is operated by an operator in a main operation room 16 provided in its main body. The operation room for operating the CSU 1 may be provided in another location in the CSU 1 or may be provided in any location on land outside the CSU 1 .

The wharf 102 on which the ship 200 berths constitutes the land where the bulk cargo M is unloaded, and is made of a high-strength material such as reinforced concrete. As shown in the perspective view of FIG. 2, the wharf 102 has a pair of parallel rail lines along the longitudinal direction (direction perpendicular to the plane of FIG. A rail 3 is provided. The rails 3 constitute a track on which a running section 2 as a moving section of the CSU 1 can move or run. The rails 3 allow the CSU 1 to move relative to the ship 200 at anchor. As shown in FIG. 2, it is preferable that the rail 3 be installed in the same direction as the longitudinal direction of the berthed ship 200 or the quay 101, but it may be in any other direction. Further, the rail 3 may include a curved portion or a bent portion. When unloading from the ship 200, the CSU 1 moves on the rails 3 to a position close to the opening 21 of the shipyard 201 to be unloaded. Thereafter, the traveling section 2, the swing frame 5 (swivel section), and the unloading section 9 (unloading section or unloading device) are driven to unload the bulk cargo M from the shipyard 201.

At the wharf 102, a belt conveyor 45 serving as a conveyor for conveying unloaded bulk cargo M in a fixed direction is provided between a pair of rails 3. As shown in FIG. 2, it is preferable that the installation direction of the belt conveyor 45, that is, the transportation direction, coincide with the installation direction of the rail 3, but it may be in any other direction. Further, the belt conveyor 45 may include a curved portion or a bent portion. The belt conveyor 45 needs to be provided between the pair of rails 3 at the location where the bulk cargo M unloaded from the CSU 1 is received, but may be provided outside the pair of rails 3 at other locations.

The CSU 1 includes a running section 2 as a moving section movable relative to the ship 200, a swing frame 5 constituting a turning section capable of turning relative to the running section 2, and a swing frame 5 provided on the tip side of the swing frame 5. A loading section 9 is provided as a loading section or loading device for loading the cargo M. The swing frame 5 is supported on the traveling section 2 so as to be able to swing around a pivot axis in the vertical direction (vertical direction in FIG. 1). The swing frame 5 is provided with a boom 7 extending in the transverse direction intersecting the swing axis, and a bucket elevator, which constitutes the main part of the unloading section 9, is supported at the tip end of the boom 7.

The unloading section 9 is operated by a parallel link mechanism composed of the revolving frame 5, the boom 7, and the parallel link 8, depending on the undulation angle of the boom 7 (the rotation angle around the undulation axis perpendicular to the plane of the paper in FIG. 1). Maintain a vertical posture. Further, a counterweight 13 is provided at the rear end of the swing frame 5 on the opposite side from the tip of the boom 7. The counterweight 13 is connected to the tip of the boom 7 via a balancing lever 12. Due to the action of the counterweight 13, the unloading section 9 is placed in a substantially unloaded state, and a stable load balance is realized. Note that the main components constituting the rotating section, such as the rotating frame 5, the boom 7, the balancing lever 12, and the counterweight 13, may be collectively referred to as the main body section below.

A cylinder 15 is provided to adjust the tilting angle of the boom 7. When the cylinder 15 has the standard length, the undulation angle is 0°, that is, the boom 7 is parallel or horizontal to the ground (in the left-right direction in FIG. 1). When the cylinder 15 is extended beyond the standard length, the tip of the boom 7 rises, creating a positive undulating angle. When the cylinder 15 is shortened from the standard length, the tip of the boom 7 is lowered, creating a negative undulation angle. The unloading section 9 supported by the tip of the boom 7 rises while maintaining a vertical posture when the undulation angle of the boom 7 becomes large, and descends while maintaining a vertical posture when the undulation angle of the boom 7 becomes small.

A main operation room 16 for operating the CSU 1 is provided in the main body. Specifically, a main operation room 16 is provided on the unloading section 9 side of the revolving frame 5. An operator in the main operation room 16 can safely operate the CSU 1 while visually checking the unloading section 9. Parameters related to the position and posture of the CSU 1, such as the position of the traveling section 2, the rotation angle of the rotation frame 5, and the up-and-down angle of the boom 7, are controlled in accordance with the operation of the main operation room 16. Further, the unloading operation of the bulk cargo M by the unloading section 9 can also be operated from the main operation room 16.

The unloading section 9 includes a scraping section 11 that scrapes off the bulk material M, and a bucket elevator as an elevator section that transports the scraped bulk material M upward. The scraping section 11 is provided at the lower part of the unloading section 9, and continuously excavates the bulk cargo M in the shipyard 201 using a large number of buckets 27 (see FIG. 3) that are movably provided along the outer periphery of the scraping section 11. Scrape it off. The scraped bulk material M is transported upward together with the bucket 27 by the bucket elevator.

FIG. 3 shows a detailed configuration of the unloading section 9. The bucket elevator includes a cylindrical elevator body 14 that extends in the vertical direction, and a chain bucket 29 that moves around the elevator body 14. The chain bucket 29 includes a pair of roller chains 25, each of which is an endless chain, and a plurality of buckets 27 supported on both sides by the pair of roller chains 25. Specifically, a pair of roller chains 25 are arranged in parallel in a direction perpendicular to the paper surface of FIG. 3(B), and each bucket 27 is attached so as to be suspended between the pair of roller chains 25.

The bucket elevator includes a driving roller 31a that guides the roller chain 25, driven rollers 31b and 31c, and a turning roller 33. The drive roller 31a is provided at the top 9a of the bucket elevator, and is rotationally driven by a motor (not shown) or the like to rotate the chain bucket 29. The driven roller 31b is provided in front of the scraping section 11 (on the left in FIG. 3(B)), and the driven roller 31c is provided on the rear of the scraping section 11 (on the right in FIG. 3(B)). Guide the moving chain bucket 29. The turning roller 33 is a driven roller provided below the driving roller 31a, and guides the chain bucket 29 as it moves around, and changes the direction of its movement. An extendable cylinder 35 is provided between the driven roller 31b and the driven roller 31c. When this cylinder 35 expands and contracts, the distance between the axes of both driven rollers 31b and 31c changes, and the trajectory of the circular motion of the chain bucket 29 changes. The expansion and contraction control of the cylinder 35 may be performed by operating the main operation room 16, or may be performed automatically by a computer built into the CSU 1 according to a program. In addition, corresponding to the provision of two roller chains 25, two driving rollers 31a, two driven rollers 31b, 31c, and two turning rollers 33 are also provided, and they are arranged in a direction perpendicular to the paper surface of FIG. 3(B). will be established.

The chain bucket 29 rotates around the elevator body 14 by the rotation of the drive roller 31a. For example, the chain bucket 29 rotates counterclockwise along the arrow W shown in FIG. 3(B). At this time, the chain bucket 29 reciprocates between the scraping part 11 provided at the bottom of the bucket elevator and the drive roller 31a provided at the top 9a of the bucket elevator.

Each bucket 27 of the chain bucket 29 ascends within the elevator main body 14 while keeping its opening facing upward. When each bucket 27 passes the drive roller 31a at the top 9a of the bucket elevator, as the direction of movement changes from upward to downward, the opening of each bucket 27 also rotates from upward to downward. A discharge chute (not shown) is provided below the opening of each bucket 27 turned downward in this manner, and the bulk material M scraped by each bucket 27 is discharged. The discharge chute discharges the bulk material M onto a rotary feeder 37 (FIG. 1) provided on the outer periphery of the upper part of the unloading section 9.

The rotary feeder 37 rotates around a rotation axis in the extending direction, that is, the vertical direction, of the elevator main body 14, and transfers the bulk material M discharged from the discharge chute to the boom conveyor 39 of the boom 7. The boom conveyor 39 conveys the bulk material M within the boom 7 to the vicinity of the rotation axis of the rotation frame 5, and supplies it to a hopper (not shown) provided there. An in-machine conveyor 43 for receiving bulk materials M is provided in the running section 2 below the outlet of the hopper. The in-flight conveyor 43 transfers the bulk cargo M to the above-mentioned belt conveyor 45 provided at the wharf 102 as land.

Next, the basic unloading operation of the CSU 1 having the above configuration will be explained. In this unloading operation, the unloading unit 9 and/or the CSU 1 function as a transport device that transports the bulk cargo M (load) in the shipyard 201 as a cargo hold of the ship 200 to the outside of the shipyard 201 .

An operator of the CSU 1 operates the CSU 1 in the main operation room 16 . First, the running section 2 is run on the rail 3 and moved to a position close to the opening 21 of the shipyard 201 to be unloaded. Next, the swing frame 5 is rotated around the vertical swing axis provided at a position overlapping with the traveling section 2 in a top view (when viewed from above in FIG. 1), and the unloading section provided at the tip of the boom 7 is rotated. 9 is moved above the opening 21 of the shipyard 201 to be unloaded. Here, in order to prevent the unloading section 9 from colliding with the pier 102 or the ship 200, the boom 7 is raised and lowered in the forward direction (clockwise direction in FIG. 1), and the traveling and turning operations are performed with the unloading section 9 raised. is preferable. Subsequently, the boom 7 is undulated in the negative direction (counterclockwise in FIG. 1), and the scraping part 11 provided at the tip of the unloading part 9 is inserted into the shipyard 201 through the opening 21. Note that the movement of the traveling section 2, the rotation of the swing frame 5, and the raising and lowering of the boom 7 may be performed at the same time.

After the scraping section 11 is inserted into the shipyard 201, the roller chain 25 is rotated along the arrow W. The plurality of buckets 27 attached to the roller chain 25 excavate and scrape off the bulk cargo M stored in the shipyard 201 when the buckets 27 rotate integrally with the roller chain 25. The bulk material M scraped off by each bucket 27 is transported upward within the elevator main body 14 as the roller chain 25 rotates.

The scraping unit 11 appropriately changes its three-dimensional position within the shipyard 201 in order to efficiently scrape off the bulk cargo M at various locations within the shipyard 201. For example, when the surface position of the bulk material M becomes lower as the unloading operation progresses, the boom 7 is raised and lowered in the negative direction to lower the scraping section 11. Further, in order to scrape off the bulk material M near the wall of the shipyard 201, the position of the scraping unit 11 in the horizontal plane may be changed by operating the running unit 2 and/or the rotating frame 5. The scraping section 11 can change not only its three-dimensional position but also its posture and shape. For example, the scraping part 11 is rotatable around a rotation axis in the extending direction, that is, the vertical direction, of the elevator main body 14, and its direction can be changed arbitrarily. Further, as shown by the dashed line in FIG. 3(B), the scraping portion 11 can take an inclined shape or a horizontally elongated shape that contracts in the vertical direction and extends in the horizontal direction. Thereby, even in the shipyard 201 where the horizontal distance from the opening 21 to the wall is large, the scraping unit 11 can be moved closer to the wall and the bulk material M can be efficiently scraped off.

The CSU 1 autonomously changes the position, posture, and shape of the scraping unit 11 (unloading unit 9) in the shipyard 201 regarding the unloading operation of the CSU 1 as described above using a ranging sensor and a camera, which will be described later. (that is, the unloading section 9 and/or the CSU 1 may be operated automatically), or it may be performed manually by an operator in the main operation room 16 while communicating with workers in the shipyard 201. It's okay.

The bucket 27 that has scraped off the bulk cargo M in the shipyard 201 rises within the elevator main body 14, and turns from upward to downward when passing the drive roller 31a at the top 9a. The bulk material M that falls due to the rotation of the bucket 27 enters the discharge chute and is discharged onto the rotary feeder 37. Thereafter, the bulk cargo M is transferred via the boom conveyor 39 and the in-flight conveyor 43 to a belt conveyor 45 provided at the wharf 102 as land. By repeating the above-described unloading operation using the plurality of buckets 27, the bulk cargo M in the shipyard 201 is continuously unloaded.

Next, a distance measurement sensor provided in the CSU 1 to improve the safety and efficiency of unloading will be described. The ranging sensor detects a part of the shipyard 201, for example, the edge of the opening 21, the top/side surface facing the edge, the ceiling/wall/bottom of the shipyard 201, the position of a structure in the shipyard 201, etc. It constitutes a cargo compartment detection section or a position measurement section that detects the cargo compartment.

As shown in FIG. 1, a plurality of distance measuring sensors 19 are provided at the top of the unloading section 9 to measure distances to objects to be measured located below and to the sides. At the time of unloading shown in the figure, the edge of the opening 21, the ceiling/wall/bottom of the shipyard 201, the bulk cargo M and other objects, people/structures inside the shipyard 201, the bulldozer for bottom sweeping, the scraping section 11, Other parts of the CSU 1 such as the ship 200, boom 7/swivel frame 5/traveling section 2/main operation room 16, quay 101, wharf 102, rail 3, belt conveyor 45, etc. are objects to be measured by the distance sensor 19. . The plurality of distance measuring sensors 19 may be arranged, for example, at the top of the cylindrical elevator main body 14 so as to surround the outer periphery of the elevator main body 14 . Alternatively, the plurality of distance sensors 19 may be provided in a flange portion 91 that rotatably supports the upper part of the elevator body 14 so as to surround the outer periphery of the elevator body 14. It is preferable that the plurality of distance measurement sensors 19 be provided below the connection portion between the unloading section 9 and the boom 7 so that the boom 7 does not enter the measurement range below and on the sides of the plurality of distance measurement sensors 19. On the other hand, when a plurality of distance measurement sensors 19 are provided above the connecting portion between the unloading section 9 and the boom 7, each distance measurement sensor 19 is placed at a position that does not overlap the boom 7 when viewed from above (when viewed from above in FIG. 1). It is sufficient to set it in An example of the arrangement of the plurality of distance measuring sensors 19 when viewed from above will be described later. Note that the number of distance measuring sensors 19 is arbitrary. For example, an arbitrary number of distance measuring sensors 19 that measure distances mainly below the unloading section 9 and distance measuring sensors 19 that measure distances mainly on the sides of the unloading section 9 may be provided.

A plurality of distance measuring sensors 18 are provided in the scraping section 11 at the lower part of the unloading section 9 to measure distances to objects to be measured located above, on the sides, and below. At the time of unloading shown in the figure, the edge of the opening 21, the ceiling/wall/bottom of the shipyard 201, bulk cargo M and other objects, people/structures in the shipyard 201, a bulldozer for sweeping the bottom, the CSU 1 such as the boom 7, etc. The other portions become the object to be measured by the distance measuring sensor 18. The distance measuring sensor 18 is provided at the front part (the left part in FIG. 1) and the rear part (the right part in FIG. 1) of the scraping part 11, respectively. In order to avoid deterioration of measurement accuracy due to dust etc. of the bulk material M scraped by the bucket 27 of the scraping section 11, the plurality of distance measuring sensors 18 are installed at the location where the bucket 27 excavates the bulk material M (the lower part of the scraping section 11). ) (at the top of the scraping section 11). Note that the number of distance measuring sensors 18 is arbitrary. For example, an arbitrary number of distance measuring sensors 18 that measure distance mainly on the sides of the scraping part 11 and distance measuring sensors 18 that measure distance mainly below the scraping part 11 may be provided.

FIG. 4 shows the external appearance of the distance measuring sensors 18 and 19. The distance measuring sensors 18 and 19 are laser sensors capable of measuring distance, and include a laser emitting section (not shown) as a wave transmitting section that sends laser light to the object to be measured including the shipyard 201, and a laser beam that is reflected by the object to be measured, including the shipyard 201. The device includes a laser light receiving section (not shown) as a wave receiving section that receives the laser beam, and constitutes a distance measuring section that measures the distance to the object to be measured. A light transmitting portion 171 through which laser light can pass is formed in an endless band shape over the entire circumference of the side surface of the cylindrical housing 17 of the distance measuring sensors 18 and 19.

A plurality of laser emitting sections are provided in the housing 17 at positions facing the transparent section 171, and emit linear laser beams to the outside of the housing 17 via the transparent section 171. Each laser emitting section is arranged at a predetermined interval along the direction of axis A of the housing 17 (vertical direction in FIG. 4), but FIG. 4 simply shows that the laser beam is emitted from one point. . Further, as schematically illustrated, the emission angles of the respective laser emitting parts are set to have a difference of about 0.1° to 3° from each other. With such a configuration, the distance measuring sensors 18 and 19 can be used within a predetermined angular range above and below the reference plane S (in the range θ- to θ+ in the figure), with the plane perpendicular to the axis A of the housing 17 as the reference plane S. ) can be irradiated with laser light. Although θ- and θ+ can be designed arbitrarily, it is assumed below that -θ-=θ+=15°. At this time, the distance measuring sensors 18 and 19 irradiate laser light within a range of ±15° centered on the reference plane S. Further, these plurality of laser emitting units are integrally provided so as to be rotatable by 360° around the axis A of the housing 17. With such a configuration, the distance measurement sensors 18 and 19 can irradiate all measurement objects around (on the sides) of the housing 17 with laser light. Note that it is preferable to use laser light of non-visible wavelengths such as near-infrared rays so as not to disturb people inside or around the CSU 1 or the ship 200.

The distance measuring sensors 18 and 19 emit pulsed laser light at every predetermined rotation angle while rotating the plurality of laser emitting parts integrally. The pulsed laser light emitted by each laser emitting section is reflected or scattered by the object to be measured, returns to the distance measurement sensors 18 and 19, and is received by a laser receiving section provided in the housing 17 together with each laser emitting section. . The calculation units (not shown) of the distance measurement sensors 18 and 19 determine the measurement target based on the time from when the laser emitting unit emits a pulse of laser light to when the laser receiving unit receives the reflected pulse of laser light. Calculate the distance from This technology is also called LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging).

Although a laser sensor is mentioned above as an example of the distance measurement sensors 18 and 19, the distance measurement sensors 18 and 19 may be sensors using other electromagnetic waves. For example, a millimeter wave sensor using so-called millimeter waves having a wavelength of approximately 1 mm to 10 mm may be used as the distance measuring sensors 18 and 19. Millimeter waves have a high frequency of about 30 GHz to 300 GHz, so they have high straightness and can be treated in the same way as lasers. The millimeter-wave sensor can be configured in the same way as the laser sensor shown in Figure 4, with a millimeter-wave transmitter that sends millimeter waves to the object to be measured instead of the laser emitting section, and a millimeter-wave transmitter that sends the millimeter waves reflected by the object to be measured instead of the laser receiver. What is necessary is to provide a millimeter wave receiving section to receive the waves. Further, an optical sensor using light other than laser light, such as a Time of Flight (ToF) type image sensor, may be used as the distance measuring sensors 18 and 19. Furthermore, the distance measuring sensors 18 and 19 may not include a wave transmitting section that sends electromagnetic waves to the object to be measured. For example, a stereo camera or the like that can measure the distance by simultaneously photographing the object to be measured from different directions may be used as the distance measurement sensors 18 and 19.

Furthermore, in place of/in addition to the distance measuring sensors 18 and 19, one or more cameras as an image sensor or a photographing section for photographing the object to be measured may be provided at any position in the unloading section 9 and in any posture. good. A camera capable of detecting the position of objects to be measured including the shipyard 201 based on captured images constitutes a cargo hold detection section or a position measurement section similarly to the distance measurement sensors 18 and 19, Collision with other objects can be prevented, and bulk cargo M can be unloaded efficiently.

The distance measuring sensors 18 and 19 shown in FIG. 4 are attached to the CSU 1 shown in FIG. 1 in any orientation depending on the purpose of measurement. For example, the distance measuring sensor 18 of the scraping unit 11 is attached so that the axis A in FIG. 4 is vertical and the reference plane S is a horizontal plane. At this time, the distance measurement sensor 18 can measure the distance inside the shipyard 201 centering on the side of the scraping part 11. Moreover, the distance measuring sensor 18 may be attached so that the axis A in FIG. 4 is a horizontal direction and the reference plane S is a vertical plane. At this time, the distance measuring sensor 18 can measure the distance of the opening 21 above the scraping part 11 and the bulk material M below the scraping part 11. Note that the direction of the axis A of the distance measurement sensor 18 is not limited to the vertical direction or the horizontal direction, and may be any direction.

The distance measuring sensor 19 on the upper part of the unloading section 9 is attached so that the axis A in FIG. 4 is horizontal and the reference plane S is a vertical plane. At this time, the distance measurement sensor 19 can measure the distance to the edge of the opening 21 of the shipyard 201 located below, the bulk cargo M inside the shipyard 201, and the like. Note that this distance measurement sensor 19 can also emit a laser beam upward, but since there is no object to be measured above, distance measurement above can be disabled by covering the upper side of the distance measurement sensor 19 with a light-blocking cover, etc. be converted into Moreover, the distance measuring sensor 19 may be attached so that the axis A in FIG. 4 is vertical and the reference plane S is parallel to the horizontal plane. At this time, the distance measurement sensor 19 can efficiently measure the distance to the object to be measured outside the shipyard 201 on the side. Although the direction of the axis A of the distance measuring sensor 19 is not limited to the horizontal or vertical direction, it may be in any direction; however, the horizontal direction will be explained in detail below.

By providing the distance measuring sensors 18 and 19 as described above in the unloading section 9, it is possible to detect the edge of the opening 21, the ceiling/wall/bottom of the shipyard 201, bulk cargo M and other objects, and people/structures inside the shipyard 201. The position of various objects to be measured, such as objects, a bulldozer for bottom sweeping, the scraping part 11, etc., can be accurately grasped. Therefore, the unloading section 9 can be prevented from colliding with other objects during unloading, and the bulk cargo M can be unloaded efficiently.

FIG. 5 shows an example of the arrangement of the distance measuring sensor 19 in a top view. Three distance measurement sensors 191 , 192 , and 193 are arranged as the distance measurement sensors 19 so as to surround the flange portion 91 or the outer periphery of the elevator main body 14 . The distance measuring sensor 191 is arranged so that the axis A in FIG. 4 is in the left-right direction in FIG. 5, and the reference surface S1 corresponding to the reference surface S in FIG. 4 is in the vertical direction in FIG. The distance measurement sensor 191 measures distance by irradiating a laser beam within a range of ±15° centered on the reference plane S1. The distance measuring sensors 192 and 193 are arranged so that the axis A in FIG. 4 is in the vertical direction in FIG. 5, and the reference planes S2 and S3 corresponding to the reference plane S in FIG. 4 are in the horizontal direction in FIG. The distance measurement sensors 192 and 193 measure distance by irradiating laser light within a range of ±15° centered on the reference planes S2 and S3. The reference planes S2 and S3 of the distance measurement sensors 192 and 193 are different planes parallel to each other, and are perpendicular to the reference plane S1 of the distance measurement sensor 191.

The CSU 1 carries out the bulk cargo M from the shipyard 201 with the attitude shown in FIG. 5 as the basic attitude at the time of unloading. In this basic position, the traveling section 2 is at a position offset from the front position of the shipyard 201, and the swing frame 5 and the boom 7 are at a turning position making an acute angle with respect to the rail 3 that constitutes the track of the traveling section 2. At this time, the unloading part 9 is located above the shipyard 201 of the ship 200, and the scraping part 11 at the lower part thereof is inserted into the shipyard 201 through the opening 21.

The opening 21 of the shipyard 201 often has a rectangular shape that is elongated in the traveling direction of the ship 200 (the left-right direction in FIG. 5). In this case, the upper edge E11 and the lower edge E12 of the opening 21 can be detected by the distance measuring sensor 191 that irradiates the laser beam parallel to the short side (vertical side in FIG. 5) of the opening 21. Note that the point shown at the center of the edges E11 and E12 represents the position where the laser beam on the reference surface S1 of the ranging sensor 191 hits the edge of the opening 21, and the rectangle surrounding it is ±15° centered on the reference surface S1. The range in which the irradiated laser light hits the edge of the opening 21 is schematically represented. Hereinafter, the same notation will be used for the distance measuring sensors 192 and 193.

Similarly, according to the distance measuring sensors 192 and 193 that emit laser light in parallel to the long sides of the opening 21 (the sides in the left and right direction in FIG. 5), the left edges E21 and E31 and the right edge of the opening 21 are detected. E22 and E32 can be detected. By using the two distance measurement sensors 192 and 193, distance measurement can be performed with high accuracy even in the long direction, which is more difficult to measure than in the short direction. In this manner, the arrangement of the distance measuring sensors 191, 192, and 193 in FIG. 5 is suitable for detecting the edge of the opening 21 having a shape elongated in one direction, such as a rectangle.

Note that even if the CSU 1 is not in the basic posture shown in FIG. , E31, and E32 on the edge of the opening 21 can be obtained, and the position of the opening 21 can be accurately grasped.

Furthermore, the basic posture of the CSU 1 during unloading is not limited to that shown in FIG. It can also be used as a basic posture. In this case, since the extending direction of the boom 7 coincides with the short side direction of the opening 21, the reference plane S1 of the ranging sensor 191 becomes parallel to the extending direction of the boom 7, and the reference plane S2 of the ranging sensors 192, 193 , S3 are perpendicular to the extending direction of the boom 7. Here, if the distance measurement sensors 191, 192, and 193 are made integrally rotatable around the axis of the cylindrical elevator main body 14, the above-mentioned elongated shape The distance measuring sensors 191, 192, 193 can be easily arranged in a suitable manner for the opening 21.

The number and arrangement of the distance measuring sensors 19 described above are merely examples, and any number and arrangement can be adopted. The number of distance measuring sensors 19 is preferably at least two in order to efficiently measure the position and shape of the shipyard 201 surrounding the unloading section 9 when viewed from above. More preferably, the number is three or more. The plurality of distance measuring sensors 19 may be arranged at equal intervals along the outer circumference of the flange portion 91 or the elevator main body 14. Although the installation posture of each distance measurement sensor 19 in this case is arbitrary, for example, each distance measurement sensor 19 is installed so that the reference surface S of each distance measurement sensor 19 is in contact with the flange portion 91 or the outer periphery of the elevator main body 14. With such a symmetrical arrangement, the position and shape of the shipyard 201 can be stably measured regardless of the attitude of the CSU 1 at the time of unloading.

Each movable part of the CSU 1, that is, the movable traveling part 2, the turning By controlling the possible rotating frame 5, the boom 7 that can be raised and lowered, the scraping part 11 that can be rotated and deformed, etc., the unloading part 9 during unloading can collide with the shipyard 201 itself or other objects inside and outside the shipyard 201. This allows the bulk cargo M to be unloaded efficiently. In addition to or in place of the distance measuring sensors 18 and 19, the shipyard 201 itself or objects inside and outside the shipyard 201 may be detected by an image sensor or a camera that photographs the object to be measured.

FIG. 6 is a functional block diagram showing a first embodiment of a shipyard detection device 300 as a cargo compartment detection device that detects the position and/or attitude of the shipyard 201. The shipyard detection device 300 includes a user operation reception section 301, a motion model registration section 302, a motion model holding section 303, a reference information acquisition section 304, a motion model selection section 305, a position estimation section 306, and a position measurement section. 307 , a position comparison unit 308 , and a position update unit 309 . These functional blocks are implemented through the cooperation of hardware resources such as the central processing unit, memory, input devices, output devices, peripheral devices connected to the computer, etc. of the computer inside and outside the CSU1, and the software executed using them. Realized. Regardless of the type of computer or installation location, each of the above functional blocks may be realized using the hardware resources of a single computer, or may be realized by combining hardware resources distributed across multiple computers. .

The user operation accepting unit 301 accepts user operations. Examples of users include an operator who operates the CSU 1 in the main operation room 16, and a system person who performs setup of the CSU 1 and settings before the CSU 1 starts operating. The kinematic model registration unit 302 registers the kinematic model of the shipyard 201 in the kinematic model holding unit 303 in response to the user's operation received by the user operation receiving unit 301 .

Here, the movement model of the shipyard 201 is a model that imitates the expected movement of the shipyard 201 in the ship 200 moored at the wharf 102. For example, the shipyard 201 rocks due to the influence of waves on the ship 200. Moreover, the shipyard 201 rises due to a decrease in the weight of the ship 200 due to the removal of the bulk cargo M by the unloading section 9. Such a motion model of the shipyard 201 is given by the following equation that describes the time evolution of the motion vector x from discrete time k-1 to k.

The parameters included in the motion vector x of the shipyard 201 are as follows. As shown in FIG. 5, the origin of the xyz coordinate system (corresponding to the ground coordinate system u described later) is set at an arbitrary position on the rail 3 on the quay 101 side of the pair of rails 3, and is an axis along the rail 3, which corresponds to the longitudinal direction of the berthed ship 200 (left-right direction in FIG. 5), and the z-axis is a vertical axis orthogonal to the x-axis and the y-axis.

p _x : x coordinate of the center of the ship shed 201 p _y : y coordinate of the center of the ship shed 201 p _z : z coordinate of the center of the ship shed 201 θ _x : Rotation angle around the x axis of the center of the ship shed 201 θ _y : Rotation angle of the center of the shipyard 201 around the y-axis θ _z : Rotation angle of the center of the shipyard 201 around the z-axis v _y : Velocity of the center of the shipyard 201 in the y direction v _z : Rotation angle of the center of the shipyard 201 in the y-direction Velocity in the z direction _ay : Acceleration in the y direction of the center of the shipyard 201 _ωx : Angular velocity around the x-axis at the center of the shipyard 201 _φx : Angular acceleration around the x-axis at the center of the shipyard 201

The set (p _x , p _y , p _z ) represents the position of the shipyard 201. The set (θ _x , θ _y , θ _z ) represents the rotation or attitude of the shipyard 201. The pair (v _y , v _z ) represents the speed of the shipyard 201. The velocity v _y in the y direction is incorporated into the motion model to describe the rocking of the shipyard 201 in the y direction due to waves in the y direction (waves hitting the quay 101) and the like against the ship 200. The velocity v _z in the z direction is incorporated into the motion model to describe the vertical movement of the shipyard 201 due to waves, the rise of the shipyard 201 due to a decrease in weight due to the removal of bulk cargo M, and the like. Although the velocity v _x in the x direction may also be incorporated into the motion model, it is omitted in this embodiment because it is difficult for the shipyard 201 to swing in the x direction parallel to the quay 101 due to the influence of waves.

Regarding the acceleration of the shipyard 201, only the acceleration _ay in the y direction is incorporated into the motion model in order to describe the rocking of the shipyard 201 in the y direction due to waves. Although the acceleration _az in the z direction may also be incorporated into the motion model, it is assumed that the lift of the shipyard 201 due to the weight reduction due to the removal of the bulk cargo M is at a substantially constant speed, and the acceleration _az in the z direction is approximately Since it is considered to be zero, it is omitted in this embodiment. However, in order to describe the vertical movement of the shipyard 201 due to waves, it is preferable to also incorporate the acceleration _az in the z direction into the motion model. Regarding the angular velocity and angular acceleration of the shipyard 201, only the angular velocity ω _x and the angular acceleration φ _x in the x direction are incorporated into the motion model in order to describe the rolling of the shipyard 201 around the x-axis due to waves hitting the quay 101. The angular velocity ω _y around the y-axis, the angular acceleration φ _y , the angular velocity ω _z around the z-axis, and the angular acceleration φ _z may be incorporated into the motion model. Since pitching and yawing around the z-axis are unlikely to occur, they are omitted in this embodiment.

第１の式で表されるように、時刻ｋの運動ベクトルｘ^ｋは、時刻ｋ－１の運動ベクトルｘ^ｋ－１の任意の関数ｆ（ｘ^ｋ－１）と時刻ｋにおける予測誤差ε^ｋの和で与えられる。関数ｆは線形でも非線形でもよいが、第２の式で表されるように、線形の運動モデルでは、関数ｆが時刻ｋ－１の運動ベクトルｘ^ｋ－１に乗算される正方行列Ａで表される。本実施形態では説明を簡素化するため、船庫２０１の運動モデルは線形であり、正方行列Ａで表されるものとする。 A motion model describing the time evolution of the motion vector x of the shipyard 201 including the above parameters is given by the following equation.

As expressed by the first equation, the motion vector x ^k at time k is calculated by combining an arbitrary function f(x ^k-1 ) of the motion vector x ^k -1 at time k-1 with the prediction error ε ^k at time k. is given by the sum of The function f may be linear or nonlinear, but in a linear motion model, as expressed by the second equation, the function f is expressed by a square matrix A that is multiplied by the motion vector x ^k-1 at time k-1. be done. In this embodiment, in order to simplify the explanation, it is assumed that the motion model of the shipyard 201 is linear and represented by a square matrix A.

本実施形態では説明を簡素化するため、予測誤差ε^ｋは常にゼロであるものとする。 Note that the prediction error ε ^k follows a normal distribution with a covariance matrix Q as expressed by the following equation.

In this embodiment, in order to simplify the explanation, it is assumed that the prediction error ε ^k is always zero.

The square matrix A is the main part of the motion model of the shipyard 201, and converts the motion vector x k-1 of the shipyard 201 at time k- ¹ into the motion vector x ^k of the shipyard 201 at time k. Some specific examples of the square matrix A are shown below.

In the example below, square matrix A is the identity matrix. In this motion model, the position (p _x , p _y , p _z ) of the ship shed 201 and the attitude (θ _x , θ _y , θ _z ) of the ship shed 201 do not change at all. This motion model well represents the motion of the shipyard 201 when the influence of waves on the ship 200 is small, or when the weight reduction due to transport can be ignored because the bulk cargo M is light.

In the example below, a square matrix A contains velocity elements T for z positions p _z ^k . T represents the time between discrete time k-1 and time k, and is multiplied by the z velocity v _z ^k-1 at the previous time k-1. p _z ^k =p _z ^k-1 +v _z ^k-1 T obtained by this means that the shipyard 201 moves at a constant velocity in the z direction (v _z ^k =v _z ^k-1 ). This motion model well represents the motion of the shipyard 201 when the influence of waves on the ship 200 is small and the ship 200 rises at a constant speed due to the weight reduction as the bulk cargo M is carried out at a constant speed.

In the example below, a square matrix A contains a velocity element T and an acceleration element T ² /2 for y position p _y ^k , a velocity element T for z position p _z ^k , and a velocity element T for x angle θ _x ^k . and an acceleration element T ² /2, an acceleration element T for the y velocity v _y ^k , and an acceleration element T for the x angular velocity ω _x ^k .

These are detailed as follows.
Formula 1: p _y ^k = p _y ^k-1 +v _y ^k-1 T+a _y ^k-1 T ² /2
Equation 2: p _z ^k = p _z ^k-1 + v _z ^k-1 T
Equation 3: θ _x ^k = θ _x ^k-1 + ω _x ^k-1 T+φ _x ^k-1 T ² /2
Equation 4: v _y ^k = v _y ^k-1 + a _y ^k-1 T
Equation 5: ω _x ^k = ω _x ^k-1 +φ _x ^k-1 T

Equation 1 shows that the y position p _y ^k changes depending on the velocity v _y ^k-1 and the acceleration a _y ^k-1 . In this context, Equation 4 shows that the velocity v _y ^k varies with the acceleration a _y ^k-1 . The velocity v _y and acceleration a _y in the y direction represent the rocking of the shipyard 201 in the y direction due to waves hitting the quay 101 and the like. Similarly to the second example above, Equation 2 represents the rise of the shipyard 201 at a constant speed due to the weight reduction accompanying the unloading of the bulk cargo M at a constant speed. Equation 3 shows that the x angle θ _x ^k changes depending on the angular velocity ω _x ^k-1 and the angular acceleration φ _x ^k-1 . In this context, Equation 5 shows that the angular velocity ω _x ^k varies with the angular acceleration φ _x ^k−1 . Such angular velocity ω _x and angular acceleration φ _x around the x-axis represent rolling of the shipyard 201 around the x-axis due to waves crashing on the quay 101 and the like. Therefore, this motion model is based on a situation in which the ship 200 is rocking in the y direction (Equations 1 and 4) and rolling around the x axis (Equations 3 and 5) due to waves in the y direction, and the ship 200 is The movement of the shipyard 201 is well represented when the ship 200 rises at a constant speed (Equation 2) due to a decrease in weight as the bulk cargo M is carried out.

As described above, the motion model of the shipyard 201 in this embodiment includes velocity parameters regarding the velocities v _y , v _z , and ω _x of the shipyard 201, and acceleration parameters regarding the accelerations a _y and φ _x of the shipyard 201. include. Furthermore, the motion model of the shipyard 201 in this embodiment includes parameters related to the influence of waves on the ship 200, and includes parameters related to the rise of the ship 200 due to the reduction in weight accompanying the removal of the bulk cargo M. The kinematic model holding unit 303 holds a plurality of different kinematic models of the shipyard 201 as described above.

The reference information acquisition unit 304 acquires various kinds of reference information that can be referred to when the subsequent exercise model selection unit 305 selects an exercise model. For example, information on weather, waves, etc. around the pier 102 is obtained from an information communication network such as the Internet as reference information indicating the strength of wind and waves that cause vertical movement, rocking, rolling, etc. of the ship 200. do. In addition, as reference information indicating the rising speed of the ship 200 as the bulk cargo M is carried out, information such as the type, mass, and volume of the bulk cargo M loaded on the ship 200 scheduled to call at the port, and the bulk cargo set in CSU1 are also provided. Information on the unloading speed of cargo M is acquired from the management system of ship 200 or CSU 1.

The kinetic model selection unit 305 selects at least one kinetic model from the plurality of kinetic models held in the kinetic model holding unit 303. The exercise model selection unit 305 may select an exercise model according to the user's operation accepted by the user operation reception unit 301, or autonomously refer to the reference information acquired by the reference information acquisition unit 304. A motion model may be selected. Alternatively, the selection by the exercise model selection unit 305 may be omitted, and subsequent processing may be performed in parallel for each of the plurality of exercise models held in the exercise model holding unit 303.

The position estimating unit 306 estimates the position of the shipyard 201 based on at least one kinematic model selected by the kinematic model selecting unit 305. Specifically, based on the motion vector x ^k-1 of the shipyard 201 at the previous time k-1, the shipyard at the current time k is calculated from the function f (square matrix A) given by the motion model and the prediction error ε ^k . Estimate the motion vector x ^k of 201. The motion vector x ^k is the position of the shipyard 201 (p _x , p _y , p _z ), the attitude of the shipyard 201 (θ _x , θ _y , θ _z ), and the velocity of the ship shed 201 (v _y , v _z ). , the acceleration (a _y ) of the shipyard 201, the angular velocity (ω _x ) of the shipyard 201, and the angular acceleration (φ _x ) of the shipyard 201, so the position, posture, and motion state of the shipyard 201 at time k are refined. It can be inferred that

FIG. 7 schematically shows a model of the shipyard 201 in which the motion vector x ^k is estimated by the position estimation unit 306. In this figure, the shipyard 201 is simply shown as a rectangular parallelepiped-shaped cavity. The x direction is the long direction of the ship shed 201, the y direction is the short direction of the ship shed 201, and the z direction is the height direction of the ship shed 201. O is the center of the shipyard 201 (cavity), and its coordinates are (p _x , p _y , p _z ). Each parameter included in the motion ^vector Three-dimensional models can be estimated.

The position estimating unit 306 extracts the geometric features of the shipyard 201 from the three-dimensional model, which are used in the position comparison process of the position comparing unit 308 in the subsequent stage. The shape characteristics of the shipyard 201 include linear edges E1 to E4 on the upper surface of the shipyard 201, upper surfaces U1 to U4 facing the edges E1 to E4, and side wall surfaces W1 to W4 facing the edges E1 to E4 ( W1 and W4 are hidden in FIG. 7). The edges E1 to E4 may be extracted as the coordinates of at least two arbitrary points on each, and the top surfaces U1 to U4 and the side wall surfaces W1 to W4 may be extracted as their normal vectors. Note that the shape characteristics of the shipyard 201 are not limited to those described above, and may be the shapes of structures such as the ceiling surface, side wall surface, and bottom surface of the shipyard 201, and a ladder inside the shipyard 201.

The position measuring unit 307 measures the position of a part of the shipyard 201 using the distance measuring sensors 18 and 19. Specifically, the positions of the geometric features of the shipyard 201 as shown in FIG. 7 are measured. As explained with reference to FIG. 5, the laser beams emitted by the distance measuring sensors 191 to 193 are irradiated onto parts E11 to E32 of the edge of the shipyard 201 and the top and side surfaces facing them. The positions of the edges E1 to E4, the top surfaces U1 to U4, and the side wall surfaces W1 to W4, which are the geometrical features that can be measured, can be measured.

The position comparison unit 308 compares the position of the shipyard 201 estimated by the position estimation unit 306 and the position of the shipyard 201 measured by the position measurement unit 307. Here, the former estimated position is obtained in the system coordinate system of the CSU 1 based on the land or traveling section 2 shown in FIG. , 19 in the rangefinder coordinate system. Therefore, in order to compare their positions, it is necessary to transform them into the same coordinate system. Although the same coordinate system is arbitrary, an example will be described below in which the measured positions obtained by the distance measuring sensors 18 and 19 are converted from the distance measuring unit coordinate system to the system coordinate system and compared with the estimated position.

First, the coordinate system that is the premise of coordinate transformation will be explained. FIG. 8 schematically shows each coordinate system set for CSU1. FIG. 8(A) is a schematic diagram of the CSU 1 in a vertical plane including the traveling section 2, the swing frame 5, the boom 7, and the unloading section 9, and FIG. 8(B) is a schematic diagram of the CSU 1 as viewed from above. FIG. 8(A) is a sectional view taken along a plane including the boom 7 extending obliquely to the lower left in FIG. 8(B).

The coordinate system u is a ground coordinate system based on the ground on which the traveling section 2 travels (or a moving section coordinate system based on the traveling section 2), and includes the u _x axis as the x axis in the xyz orthogonal coordinate system, It is defined by the u y axis as _{the y} axis and the u _z axis as the z axis. The origin of the coordinate system u is set on the track of the running section 2 constituted by the rail 3, the direction of the u _x axis coincides with the laying direction of the rail 3, which is the moving direction of the running section 2, and the direction of the u _y axis is The direction is perpendicular to the u _x axis in the horizontal plane, and the direction of the u _z axis is the vertical direction. The ground coordinate system u is the system coordinate system of the CSU 1 shown in FIGS. 5 and 7.

Here, "the coordinate system u is a ground coordinate system with the ground as a reference" means that the coordinate system u has an arbitrary point on the ground or an object whose position on the ground is known as its origin. For example, the ground coordinate system u may be a coordinate system whose origin is an arbitrary position on the wharf 102 as the land where the traveling section 2 is installed, or a coordinate system whose origin is the traveling section 2 whose position on the ground is known. It can also be used as a system. Note that the ground coordinate system u is also a moving part coordinate system with the traveling part 2 as a reference. Here, "the coordinate system u is a moving part coordinate system with the traveling part 2 as a reference" means that the position and orientation of the traveling part 2, which is the reference, can be accurately tracked in the coordinate system u. . In the illustrated example, since the traveling unit 2 moves only in the u _x axis direction in a constant posture in the coordinate system u, its u _y and u _z coordinates do not change (below, to simplify the explanation, the traveling unit 2 is Let the u _y and u _z coordinates be 0). The u _x coordinates of the running section 2 can be accurately tracked by a position sensor or the like that measures the position x _tl of the running section 2 on the rail 3 . In this way, since the three-dimensional coordinates (u _x , u _y , u _z ) = (x _tl , 0, 0) and the orientation of the traveling unit 2 in the coordinate system u can be accurately tracked, the coordinate system u is This is a moving part coordinate system based on part 2. In the illustrated example, the direction of the u _x axes is made to match the direction in which the rails 3 are laid in order to simplify the explanation, but the direction of each axis of the ground coordinate system u can be set arbitrarily.

The coordinate system r is a revolving part coordinate system based on the revolving frame 5, and is defined by the r _x axis as the x axis, the r _y axis as the y axis, and the r z axis as the _z axis in the xyz orthogonal coordinate system. determined. The origin of the coordinate system r coincides with the rotation center _Or of the rotation frame 5 in a top view of FIG. 8(B), and coincides with a point on the land directly below the rotation center _Or in a cross-sectional view of FIG. 8(A). . The _direction of _the r _x axis is rotated by a turning angle θ ₂ with respect to the direction of _the u (extending direction of the boom 7), and the direction of the _rz axis is the vertical direction.

Here, "the coordinate system r is a rotating part coordinate system with the rotating frame 5 as a reference" means that the position and attitude of the rotating center O _r of the rotating frame 5, which is the reference, can be accurately tracked in the coordinate system r. It means something. In the illustrated example, since the turning center _Or coincides with the origin of the coordinate system r when viewed from above, its r _x and r _y coordinates are 0. Further, the _rz coordinate of the turning center O _r is constant at the height h _r from the land. Furthermore, the turning angle θ ₂ representing the attitude of the turning frame 5 can be measured by an angle sensor or the like. In this way, since the three-dimensional coordinates (r _x , _ry , r _z ) = (0, 0, _hr ) and the attitude of the rotation center O _r of the rotation frame 5 in the coordinate system r can be accurately tracked, The coordinate system r is a revolving unit coordinate system with the revolving frame 5 as a reference. Note that the revolving unit coordinate system r is a coordinate system whose origin is an arbitrary position on the revolving frame 5, boom 7, counterweight 13, or main operation room 16 that can rotate integrally with the revolving unit. You can also use it as Further, in the illustrated example, the direction of the _ry axis is made to match the extending direction of the boom 7 when viewed from above to simplify the explanation, but the direction of each axis of the revolving unit coordinate system r can be set arbitrarily.

The coordinate system b is an undulating part coordinate system based on the boom 7 and the unloading section 9, and in the xyz orthogonal coordinate system, b is _{the x} axis, b is the y axis, b is _{the y} axis, and b is the z axis. Defined by _{the z-} axis. The origin of the coordinate system b is provided at the connection between the boom 7 and the unloading section 9. b The direction of _{the y-} axis is a horizontal direction and a _direction that coincides with the extending direction of the boom ₇ when viewed from above in FIG. The direction of _{the z-} axis is the vertical direction.

Here, "coordinate system b is an undulation coordinate system with the boom 7 and the unloading section 9 as the reference" means that the position and orientation of the undulation center O _b , which is the reference, can be accurately tracked in the coordinate system b. It means that. In the illustrated example, the boom 7 is undulating by an undulation angle θ ₁ around the undulation center O _b on the base end side. As shown in FIG. 8(A), if the distance between the origin of the coordinate system b and the center of relief O _b is L _b1 , then the coordinates of the center of relief O _b in the coordinate system b (b _x , b _y , b _z ) is (0, −L _b1 cosθ ₁ , −L _b1 sinθ ₁ ). Further, the undulating angle θ ₁ representing the attitude of the undulating portion can be measured by an angle sensor or the like. In this way, since the position and orientation of the undulation center O _b in the coordinate system b can be accurately tracked, the coordinate system b is an undulation coordinate system with the boom 7 and the scraping unit 9 as the reference. Note that the origin of the undulating portion coordinate system b may be any point on the boom 7 that constitutes the undulating portion; for example, the undulating center O _b may be set as the origin of the undulating portion coordinate system b. In this case, the coordinates (b _x , b _y , b _z ) of the connecting part between the boom 7 and the scraping part 9 are (0, L _b1 cos θ ₁ , L _b1 sin θ ₁ ), with the direction of each axis as shown in the figure. Become. Further, in the illustrated example, the direction of the b _y axis is made to coincide with the extending direction of the boom 7 in a top view to simplify the explanation, but the direction of each axis of the undulating part coordinate system b can be set arbitrarily.

The coordinate system l is a distance measuring unit coordinate system based on the distance measuring sensor 19, and includes the x axis as the _x axis, the y axis as _{the y} axis, and the z axis as the _z axis in the xyz orthogonal coordinate system. Determined by the axis. The origin of the coordinate system l is provided at the mounting position of the distance measuring sensor 19. The direction of the _y- axis is a horizontal direction _that coincides with the extending direction of the boom 7 when viewed from above in _FIG . The direction of _{the z-} axis is the vertical direction. When a plurality of ranging sensors are provided, such as ranging sensors 191 to 193 in FIG. 5, the coordinate system l may be common to the plurality of ranging sensors, or the coordinate system l may be set for each ranging sensor. good.

Here, "coordinate system l is a distance measuring unit coordinate system with distance measuring sensor 19 as a reference" means that the position and orientation of distance measuring sensor 19, which is the reference, can be accurately tracked in coordinate system l. means. In the above example, the three-dimensional coordinates (l _x , _ly , l _z ) of the ranging sensor 19 that coincide with the origin of the coordinate system l are always (0, 0, 0), and the orientation is also constant. Note that the distance measuring unit coordinate system 1 may have an arbitrary position above the unloading unit 9 to which the distance measuring sensor 19 is attached as the origin. In this case, by recording the mounting position and orientation of each distance measurement sensor 19 in the upper part of the unloading section 9, the position and orientation of each distance measurement sensor 19 with respect to the origin of the distance measurement section coordinate system l can be calculated. Further, in the illustrated example, the direction of the _ly axis is made to coincide with the extending direction of the boom 7 when viewed from above to simplify the explanation, but the direction of each axis of the distance measuring unit coordinate system l can be set arbitrarily.

The coordinate system d is a distance measuring part coordinate system based on the distance measuring sensor 18, and includes d as the x axis in the xyz orthogonal coordinate system, d as _{the y} axis, d as _{the y} axis, and d as _{the z} axis. determined by the axis. The origin of the coordinate system d is provided at the connection portion between the elevator main body 14 and the scraping section 11. The direction of the d _y axis is the horizontal direction and the direction that coincides with the extending direction of the scraping part 11 (not shown) in the top view of FIG. 8(B), and the direction of the d _x axis is the direction of the d _y axis in the horizontal plane. These are orthogonal directions, and the direction of the _dz axis is the vertical direction. As shown in FIG. 8(B), the direction of the d _y axis is shifted by a rotation angle θ ₄ from the direction of the b _y axis and the _ry axis, that is, the extending direction of the boom 7 when viewed from above. This indicates that the scraping part 11 is rotated by θ ₄ around the axis of the elevator body 14.

Here, "the coordinate system d is a distance measuring unit coordinate system with the distance measuring sensor 18 as a reference" means that the position and orientation of the distance measuring sensor 18, which is the reference, can be accurately tracked in the coordinate system d. means. In FIG. 1, since the mounting positions and orientations of the plurality of distance measurement sensors 18 on the scraping section 11 are known, each measurement with respect to the origin of the distance measurement section coordinate system d at the connecting portion of the elevator main body 14 and the scraping section 11 is known. The three-dimensional coordinates and orientation of the distance sensor 18 can be calculated. Note that the origin of the distance measuring unit coordinate system d may be any position on the scraping unit 11, and for example, the mounting position of the distance measuring sensor 18 may be set as the origin of the distance measuring unit coordinate system d. Here, when a plurality of distance measurement sensors 18 are provided as shown in FIG. 1, the coordinate system d may be common to the plurality of distance measurement sensors, or the coordinate system d may be set for each distance measurement sensor. Further, in the illustrated example, the directions of the _dz axes are vertical for the purpose of simplifying the explanation, but the directions of each axis of the distance measuring unit coordinate system d can be set arbitrarily.

Although the scraping portion 11 is shown as a rectangle extending in a direction perpendicular to the axial direction of the elevator main body 14 in FIG. 8(A), as schematically shown in FIG. 8(C), the scraping portion 11 is The scraping part 11 may be configured by a main part 11A to be scraped and a bent part 11B that can be bent with respect to the elevator main body 14. In this case as well, the origin of the distance measuring part coordinate system d can be set at any position on the scraping part 11, that is, on the main part 11A and the bent part 11B. In the coordinate transformation described later, the bending angle θ ₅ of the bending portion 11B is also taken into consideration.

Next, we will explain how to convert the measured position of the shipyard 201 in the ranging unit coordinate systems d and l obtained by the ranging sensors 18 and 19 (position measuring unit 307) to the ground coordinate system u as the system coordinate system. explain. First, an example will be described in which a position measured by the distance measuring sensor 19 is converted from the distance measuring unit coordinate system l to the ground coordinate system u.

The coordinates of the distance measurement point in the shipyard 201 measured by the distance measurement sensor 19 in the distance measurement unit coordinate system 1 are expressed as a three-dimensional vector p _l =(l _x , _ly , l _z ). In order to convert the ranging point coordinate p _l from the ranging unit coordinate system l to the ground coordinate system u, the position comparison unit 308 converts the coordinate p l of the ranging unit coordinate system l to the coordinate p _l of the undulation unit coordinate system b. Conversion to _b = (b _x , b _y , b _z ), conversion from the coordinate p _b of the undulating part coordinate system b to the coordinate p _r = (r _x , _ry , r _z ) of the turning part coordinate system r, A three-step coordinate transformation is performed, that is, a transformation from the coordinates p _r of the rotating part coordinate system r to the coordinates p _u =(u _x , u _y , u _z ) of the ground coordinate system u. Each coordinate transformation is expressed by the following formula.

The first equation is an equation for converting the coordinate p _l of the distance measuring unit coordinate system l into the coordinate p _b of the undulating part coordinate system b. t _lb is a three-dimensional translation vector connecting the origin of the ranging unit coordinate system l and the origin of the undulating unit coordinate system b, and R _lb is the difference in attitude between the ranging unit coordinate system l and the undulating unit coordinate system b, i.e. It is a 3×3 matrix representing rotation. t _lb and R _lb are determined depending on the position and orientation in which the distance measurement sensor 19 is provided in the unloading section 9 . Note that in the example of FIG. 8, since there is no rotation between the ranging unit coordinate system l and the undulation unit coordinate system b, in which the directions of each axis are the same, R _lb is a 3×3 unit matrix.

The second equation is an equation for converting the coordinate p _b of the undulating part coordinate system b to the coordinate p _r of the turning part coordinate system r. R _x (±θ ₁ ) is a 3×3 rotation matrix that rotates the three-dimensional coordinate in the positive or negative direction by the undulation angle θ ₁ around the b _x axis passing through the origin of the undulation coordinate system b. First, by applying R _x (-θ ₁ ) to p _b , its y coordinate is converted to a value along the extending direction of the boom 7 which is being raised and lowered at the heave angle θ ₁ . Then, the distance L _b1 along this direction to the center of relief O _b is added. Subsequently, by applying R _x (+θ ₁ ), the coordinates are returned to the original attitude of the undulating part coordinate system b (which is also the same attitude as the turning part coordinate system r of the conversion target). Then, the distance L _b3 in the y direction between the center of undulation O _b and the origin of the rotating part coordinate system r is subtracted, and the distance L _p in the z direction is added. In this way, the second equation provides a coordinate transformation from the undulating part coordinate system b to the turning part coordinate system r via the undulating center O _b . Moreover, the parameters θ ₁ , L _b1 , L _b3 , and L _p of this equation are determined depending on the relative position and posture of the swing frame 5 with respect to the unloading section 9.

The third equation is an equation for converting the coordinate p _r of the rotating part coordinate system r to the coordinate p _u of the ground coordinate system u. R _z (θ ₂ ) is a 3×3 rotation matrix that rotates the three-dimensional coordinates by a rotation angle θ ₂ around the _rz axis passing through the origin of the swivel unit coordinate system r, and converts the swivel unit coordinate system r to ground coordinates. It acts to match the posture of system u. Further, the x-direction vector having x _tl as the x-coordinate is a translation vector connecting the origin of the rotating section coordinate system r and the origin of the ground coordinate system u. In this way, the third equation provides coordinate transformation from the rotating part coordinate system r to the ground coordinate system u using the first term that transforms the rotational component and the second term that transforms the translational component. Furthermore, the parameter θ ₂ in this equation is determined based on the relative posture of the traveling section 2 with respect to the rotating frame 5, and x _tl is measured by a position sensor or the like that measures the position of the traveling section 2 on the rail 3.

According to the first to third equations above, the distance measuring point coordinates p _l =(l _x , l _y , l _z ) of the distance measuring point in the shipyard 201 measured by the distance measuring sensor 19 in the distance measuring unit coordinate system l is converted to distance measuring point coordinates p _u =(u _x , u _y , u _z ) in the ground coordinate system u via the undulating part coordinate system b and the turning part coordinate system r. Similarly, the distance measurement point coordinates p d = (d x , dy , d z ) in the distance measurement unit coordinate system d of the distance measurement point in the shipyard 201 measured by the distance measurement sensor 18 are also the distance measurement point coordinates p _d =(d _x , _dy , d _z ) in the undulation unit coordinate system b and the turning unit coordinate system r, it can be converted to distance measuring point coordinates p _u =(u _x , u _y , u _z ) in the ground coordinate system u. In this case, the first equation above is replaced with an equation for converting the coordinate p _d of the distance measuring unit coordinate system d to the coordinate p _b of the undulating part coordinate system b. Since the position and orientation of the ranging sensor 18 also change depending on the rotation angle θ ₄ and the bending angle θ ₅ of the scraping portion 11 shown in FIGS. 8(B) and 8(C), these parameters are included in the conversion formula.

The position comparison unit 308 compares the measured position of the shipyard 201 converted into the ground coordinate system u as the system coordinate system of the CSU 1 as described above with the estimated position of the shipyard 201 obtained by the position estimation unit 306. do. This position comparison process is executed for each geometric feature of the shipyard 201. For example, the line segment formed by the ranging points of the edge E12 measured in FIG. 5 is compared with the line segment formed by the corresponding edge E2 in FIG. Specifically, the deviation between the two line segments is detected based on the difference in slope of the two line segments and the distance between the points on each line segment. Similarly, the plane formed by the distance measuring point group on the top surface or side wall surface facing the edge E12 measured in FIG. 5 is compared with the plane formed by the corresponding top surface U2 or side wall surface W2 in FIG. Specifically, the deviation between the two planes is detected based on the difference in direction of the normal vectors of the two planes and the distance between points on each plane.

Here, if the kinematic model selection unit 305 selects a plurality of kinematic models, or if the selection in the kinematic model selection unit 305 is omitted, the processing of the position estimation unit 306 and the position comparison unit 308 may be performed using a plurality of kinematic models. will be carried out in parallel. In this case, the position comparison unit 308 evaluates each movement model by comparing the measured position of the shipyard 201 obtained by the position measurement unit 307 with each estimated position of the shipyard 201 based on each movement model. . Then, the position comparison unit 308 selects the motion model that provides the estimated position with the smallest deviation from the measured position as the most reliable one. As described above, according to the shipyard detection device 300 of the present embodiment, the position of the shipyard 201 is estimated in parallel using a plurality of motion models, and an appropriate movement is performed that has a small deviation from the measured position of the shipyard 201. Models can be selected in real time.

The position update unit 309 updates the position of the shipyard 201 based on the result of the comparison between the position estimated by the position estimation unit 306 and the position measured by the position measurement unit 307 by the position comparison unit 308. Specifically, the motion vector x ^k of the shipyard 201 is updated so that the deviation between the estimated position detected by the position comparison unit 308 and the measured position becomes smaller. As a result, the three-dimensional model of the shipyard 201 shown in FIG. 7 accurately represents the position, posture, and movement state of the actual shipyard 201, so that the subsequent movement of the shipyard 201 can be accurately determined using this three-dimensional model. It can be inferred that Furthermore, by allowing the position measurement unit 307 to continue measuring the shipyard 201 using the distance measuring sensors 18 and 19, it is possible to detect a deviation of the three-dimensional model from the actual shipyard 201 and quickly correct it.

FIG. 9 is a flowchart showing an example of shipyard detection processing by the shipyard detection device 300. "S" in the flowchart means step or process.

In S1, the position measuring unit 307 measures the position of a part of the shipyard 201 using the distance measuring sensors 18 and 19. In S2, the position comparison unit 308 converts the measured position obtained in S1 from the distance measuring unit coordinate system d, l to the ground coordinate system u as the system coordinate system. In S3, the shipyard detection device 300 determines whether the kinematic model has been selected by the kinematic model selection unit 305. Since the motion model has not been selected in the first processing, the process proceeds to S4, where the position measurement unit 307 extracts the shape characteristics of the shipyard 201 from the distance measurement point group obtained in S1. As described above, examples of the shape characteristics of the shipyard 201 include a linear edge such as E12 in FIG. 5, and a planar upper surface and side wall surface facing the edge. Note that in order to increase the detection accuracy of the shipyard 201 by the shipyard detection device 300, it is preferable to process as many shape features as possible, but in a situation where the amount of calculation is restricted, only some of the shape features are processed. may be processed.

In S5, the position estimating unit 306 estimates the position of the shipyard 201 based on at least one kinematic model held in the kinematic model holding unit 303. Specifically, as described above, the motion vector x ^k of the shipyard 201 and the three-dimensional model (FIG. 7) of the shipyard 201 based on the motion vector x k are estimated. Similarly to S4, the position estimation unit 306 extracts the geometric features of the shipyard 201 from the three-dimensional model of the shipyard 201. Note that since the motion vector x ^k-1 at the previous time cannot be used in the first processing, the position of the shipyard 201 is estimated using a known estimation algorithm such as RANSAC (Random Sample Consensus). In S6, the position comparison unit 308 compares the shape feature based on the measured position extracted in S4 and the shape feature based on the estimated position extracted in S5, and detects a deviation between the two positions. In S7, the position update unit 309 updates the motion vector x ^k and the three-dimensional model of the shipyard 201 so that the deviation between the measured position detected in S6 and the estimated position becomes smaller. Note that if the deviation between the measured position and the estimated position cannot be made sufficiently small in S7, the process returns to S5 and the position of the shipyard 201 is re-estimated based on another motion model. In S8, the kinematic model selection unit 305 selects the kinematic model that has been processed in S7 for the next process.

If the motion model has been selected in S8, the process proceeds from S3 to S9, where, similarly to S5, the position estimation unit 306 estimates the motion vector ^xk and the three-dimensional model of the shipyard 201 based on the selected motion model. , the geometrical features of the shipyard 201 are extracted. In S10, similarly to S4, the position measuring unit 307 extracts the shape characteristics of the shipyard 201 from the distance measurement point group obtained in S1. Here, a three-dimensional model of the shipyard 201 as shown in FIG. 7 is estimated by the process of S9, and its shape features E1 to E4, U1 to U4, and W1 to W4 are extracted, so the distance measurement point in S10 is Extraction of the shape features from the group may be performed only on distance measuring points that are within a predetermined distance from the estimated shape features E1 to E4, U1 to U4, and W1 to W4. Since the number of distance measuring points to be processed can be greatly reduced in this way, the geometrical features of the shipyard 201 can be extracted from the group of distance measuring points in S10 faster than in S4.

In S11, the position comparison unit 308 compares the shape feature based on the measured position extracted in S10 and the shape feature based on the estimated position extracted in S9, and detects a deviation between the two positions. In S12, the position update unit 309 updates the motion vector ^xk and the three-dimensional model of the shipyard 201 so that the deviation between the measured position detected in S11 and the estimated position becomes smaller. If the deviation between the measured position and the estimated position cannot be made sufficiently small in S12, the motion model is updated to another motion model that provides a better estimation result in the subsequent S13. In S14, the motion vector ^xk and three-dimensional model of the shipyard 201 updated in S7 or S12 are output as the estimation result of the position of the shipyard 201. Based on this estimation result, the position, posture, and movement state of the shipyard 201 can be accurately grasped, so that the safety and efficiency of unloading by the CSU 1 can be improved. Note that since the series of processes shown in FIG. 9 are repeatedly performed at predetermined intervals such as several seconds while the CSU 1 is unloading, the state of the shipyard 201 can be accurately grasped at all times.

FIG. 10 is a functional block diagram showing a second embodiment of a shipyard detection device 300 as a cargo compartment detection device that detects the position and/or attitude of the shipyard 201. Components similar to those in the first embodiment are given the same reference numerals and redundant explanations will be omitted. The shipyard detection device 300 has a cargo compartment detection section 307 that functions in the same manner as the position measurement section 307 in the first embodiment, an unloading device position detection section 310, and a position estimation section 306 in the first embodiment. Cargo room estimation section 306, sensor grouping section 311, estimation result comparison section 312, abnormality diagnosis section 313, unloading device control section 314, recommended trajectory generation section 315, approval reception section 316, and unloading stop section 317 and a notification section 318. These functional blocks are realized through the collaboration of hardware resources such as the computer's central processing unit, memory, input devices, output devices, and peripheral devices connected to the computer, and the software that is executed using them. . Regardless of the type of computer or installation location, each of the above functional blocks may be realized using the hardware resources of a single computer, or may be realized by combining hardware resources distributed across multiple computers. . In particular, in this embodiment, some or all of the functional blocks of the shipyard detection device 300 may be realized by the computer of the CSU 1, or may be realized by a computer installed outside the CSU 1 and capable of communicating with the CSU 1. .

The cargo compartment detection unit 307 and the unloading device position detection unit 310 are one or more sensors provided in the CSU 1 (including the unloading unit 9) as the unloading device. Each sensor may be a distance sensor installed in the CSU 1 to measure the distance to the object to be measured, an image sensor installed in the CSU 1 to take a picture of the object to be measured, or a sensor installed in the CSU 1 to take a picture of the object to be measured. Any other sensor capable of detection may also be used. As explained below, the main objects to be measured in the illustrated example are the shipyard 201 (opening 21 etc.), the unloading section 9 or the scraping section 11 (unloading device), but the bulk cargo M (loading ) may be measured by a sensor.

The cargo compartment detection unit 307 detects the opening 21 of the shipyard 201 as a cargo compartment of the ship 200 using a plurality of sensors. As the cargo compartment detection section 307, the above-mentioned distance measuring sensors 18 and 19 provided in the unloading section 9, an image sensor, etc. can be used. Similar to the position measurement unit 307 in the first embodiment, the cargo compartment detection unit 307 measures edges E1 to E4, top surfaces U1 to U4, side wall surfaces W1 to W4, etc. of the shipyard 201 as shown in FIG. Detection is performed by a plurality of sensors such as distance sensors 18 and 19.

The unloading device position detection unit 310 detects the position of the unloading unit 9 as an unloading device in the shipyard 201, specifically, the position of the tip, rear end, etc. of the scraping unit 11 that scrapes the bulk cargo M in the unloading unit 9. Detect. As the unloading device position detection section 310, the above-mentioned distance measuring sensors 18 and 19 provided in the unloading section 9 itself, an image sensor, etc. can be used. Note that if the unloading device control section 314 that controls the unloading section 9 can recognize the position of the unloading section 9 in the shipyard 201, the unloading device position detection section 310 may not be provided.

The cargo compartment estimating unit 306 estimates the position and/or orientation of the shipyard 201 for different combinations of the plurality of sensors that make up the cargo compartment detecting unit 307 based on the detection results of the shipyard 201 of the sensors that make up each combination. . In the following, an example shown in FIG. 11 (top view) in which the cargo compartment detection section 307 is configured by four ranging sensors 191 to 194 provided in the unloading section 9 will be described. The first to third distance measuring sensors 191 to 193 are the same as those described in connection with FIG. 5, and in FIG. 11, a fourth distance measuring sensor 194 is further provided. Each distance measuring sensor 191-194 has a detectable area A1-A4 schematically shown in a rectangular shape. These plural distance measuring sensors 191 to 194 are provided in excess of the number normally required (for example, two or three) in order to obtain redundancy in detecting the shipyard 201. Note that a minimum level of redundancy can be obtained if the total number of distance measurement sensors and image sensors is two or more. Moreover, the installation location of the distance measurement sensor and the image sensor is not limited to the unloading section 9, but may be installed in other parts of the CSU 1 (for example, the boom 7) as the unloading device. It is preferable that such a plurality of sensors be provided at different locations separated by a certain distance or more in the CSU 1 as the unloading device or the unloading section 9, in order not only to increase redundancy but also to prevent contamination at the same time.

Here, "redundant" means that the parts of the shipyard 201 that can be detected or estimated by each of the ranging sensors 191 to 194 or a combination thereof are common. For example, in the illustrated state, the first ranging sensor 191 (first detectable area A1) and the fourth ranging sensor 194 (fourth detectable area A4) are both located at the second edge of the opening 21 of the shipyard 201. E2 and the fourth edge E4 can be detected, providing redundancy in the detection of the second edge E2 and the fourth edge E4. Similarly, in the illustrated state, the second distance sensor 192 (second detectable area A2) and the third distance sensor 193 (third detectable area A3) are both connected to the first sensor in the opening 21 of the shipyard 201. The ability to detect the edge E1 and the third edge E3 provides redundancy in the detection of the first edge E1 and the third edge E3. Note that "the distance measurement sensors (191 to 194) can detect the edges (E1 to E4)" means that the number of distance measurement points by the laser beam irradiated to the edges by the distance measurement sensor is greater than or equal to a predetermined threshold. means.

Further, for example, the combination of the first ranging sensor 191 (first detectable area A1) and the second ranging sensor 192 (second detectable area A2) in the illustrated state covers all of the openings 21 of the shipyard 201. The cargo compartment estimating unit 306 can detect the edges E1 to E4 of the shipyard 201 by processing based on a kinematic model like the position estimating unit 306 in the first embodiment or by simple processing that does not use a kinematic model. The position (p _x , p _y , p _z ) and orientation (θ _x , θ _y , θ _z ) of can be estimated. Similarly, the combination of the third ranging sensor 193 (third detectable area A3) and the fourth ranging sensor 194 (fourth detectable area A4) in the illustrated state covers all of the openings 21 of the shipyard 201. Since the edges E1 to E4 can be detected, the cargo compartment estimating unit 306 can detect the location of the shipyard 201 by processing based on a kinematic model like the position estimating unit 306 in the first embodiment or by simple processing that does not use a kinematic model. The position (p _x , p _y , p _z ) and orientation (θ _x , θ _y , θ _z ) can be estimated. In this way, the combination of the first distance measurement sensor 191 and the second distance measurement sensor 192 and the combination of the third distance measurement sensor 193 and the fourth distance measurement sensor 194 are determined based on the position of the shipyard 201 (p _x , p _y , p _z ) and pose (θ _x , θ _y , θ _z ).

Below, from the 1st to nth n sensors 191 to 19n (n is a natural number of 2 or more), m _1st , m _2nd , ..., m rth _r sensors (r is 1 or more and n or less) The combination when the sensors (natural numbers) are selected is expressed as [m ₁ , m ₂ , ..., m _r ]. The total number of such combinations can be calculated using _{nCr .} In the example of FIG. 11 where four ranging sensors 191 to 194 are provided (n=4), r can take values from 1 to 4, so if combinations that do not provide redundancy are included, the total is ₄ C ₁ + ₄ There are C ₂ + ₄ C ₃ + ₄ C ₄ =4+6+4+1=15 combinations.

For r=1, [1] and [4] provide redundancy in the detection of the second edge E2 and the fourth edge E4, as described above, and [2] and [3] provide the redundancy in the detection of the first edge E1 and the third edge E4. Provides redundancy in the detection of edge E3. In the case of r=2, in addition to the above-mentioned [1, 2] and [3, 4], [1, 3] and [2, 4] are also the position of the shipyard 201 (p _x , p _y , p _z ) and provides redundancy in estimating the pose (θ _x , θ _y , θ _z ). Also, each combination of r=2 provides redundancy in the detection or estimation of each edge E1-E4 relative to each combination of r=1. In the case of r=3, all four combinations [1, 2, 3], [1, 2, 4], [1, 3, 4], [2, 3, 4] are the position of the shipyard 201 ( p _x , p _y , p _z ) and pose (θ _x , θ _y , θ _z ). Furthermore, each combination of r=3 has the position (p _x , p _y , p _z ) and attitude (θ _x , θ _y , θ _z ). The combination [1, 2, 3, 4] of r=4 is the position of each edge E1 to E4 and/or the shipyard 201 (p _x , p _y , p _z ) and pose (θ _x , θ _y , θ _z ).

As described above, the combination [m ₁ , m ₂ , ..., m _r ] can be set arbitrarily. The sensor grouping unit 311 autonomously generates such combinations [m ₁ , m ₂ , ..., m _r ] according to the state of the unloading unit 9 and the position and attitude with respect to the shipyard 201, or It is generated according to the operations and setting values by the operator or system staff and is provided to the cargo compartment estimating unit 306.

The cargo compartment estimating unit 306 calculates the position of the shipyard 201 from the detection results of the shipyard 201 of the sensors constituting the plurality of different combinations [m ₁ , m ₂ , ..., m _r ] provided by the sensor grouping unit 311. and/or estimate pose. Below, redundancy is given in estimating the position (p _x , p _y , p _z ) and attitude (θ _x , θ _y , θ _z ) of the shipyard 201 when r=2 [1, 2], [ An example in which the cargo compartment estimating unit 306 estimates the position and/or orientation of the shipyard 201 will be described for four combinations of [3, 4], [1, 3], and [2, 4]. Note that if a plurality of combinations of the sensors 191 to 194 for which the cargo room estimating section 306 performs the estimation process are determined in advance and stored in the cargo room estimating section 306, the sensor grouping section 311 may not be provided. Good too.

The estimation result comparison unit 312 compares the estimation results for each combination [1, 2], [3, 4], [1, 3], and [2, 4] by the cargo room estimation unit 306. Specifically, the position of the shipyard 201 (p _x , p _y , p _z ) and postures (θ _x , θ _y , θ _z ) are mutually compared by the estimation result comparison unit 312. Here, the position and orientation of the shipyard 201 estimated by the cargo compartment estimating unit 306 for combination "i" are expressed as follows.

The estimation results of different combinations "i" and "j" are compared based on the square error or distance of the position and orientation of the shipyard 201, for example, as shown in the following equation.

If the squared error ε ^p _i,j of the position of the shipyard 201 and/or the squared error ε ^θ _i,j of the attitude of the shipyard 201 are less than a predetermined threshold, the estimation result of the combination “i” and “j” is The estimation result comparing unit 312 determines that there is no significant difference and the estimation results are substantially the same. On the other hand, if the squared error ε ^p _i,j of the position of the shipyard 201 and/or the squared error ε ^θ _i,j of the attitude of the shipyard 201 are larger than a predetermined threshold, the estimation result of the combination "i" and "j" There is a significant difference, and the estimation result comparison unit 312 determines that the estimation results are substantially different (non-identical). Note that the abnormality diagnosis unit 313 may determine the abnormality based on the deviation amount |ε ^{p i} _,j −μ ^p |/D ^p by determining the median value μ ^p and the central absolute deviation D ^p of ε p i _,j . As a result, even if the error in the estimation result (tracking error) varies greatly depending on the situation, abnormality can be determined with stable accuracy. Overall, the maximum deviation amount for all combinations of "i" and "j" (this set is defined as Φ) according to the following formula indicates whether there is an abnormality that causes the operation of the CSU 1 or the unloading section 9 to be stopped. The presence or absence is diagnosed.

As described above, in accordance with the criteria for determining whether the estimation results of different combinations “i” and “j” are substantially the same/non-identical, the estimation result comparison unit 312 compares three or more estimation results by the cargo room estimating unit 306. A majority vote is performed on the estimation results of the combinations [1, 2], [3, 4], [1, 3], and [2, 4]. For example, two combinations [1,2], [2,4] produce substantially the same estimation results, and each remaining combination [3,4], [1,3] is different from any other combination. When substantially different estimation results are generated, the estimation result comparison unit 312 adopts the estimation results generated by the large number of combinations [1, 2] and [2, 4] as positive, and selects the estimation results generated by the small number of combinations [3, 4]. ], [1, 3] are rejected as incorrect (not adopted).

The abnormality diagnosis section 313 diagnoses an abnormality in at least one of the distance measuring sensors 191 to 194 based on the comparison result by the estimation result comparison section 312. Specifically, the abnormality diagnosis unit 313 detects the distance measuring sensors (191, 193) included in the combinations [3, 4] and [1, 3] that generated the estimation results that were not adopted by the majority vote in the estimation result comparison unit 312. , 194), and the ranging sensor (193) that is not included in the combinations [1, 2], [2, 4] that generated the estimation result adopted by majority vote is diagnosed as abnormal. That is, in this example, the third distance measurement sensor 193 is diagnosed as abnormal.

The unloading device control unit 314 determines the position (p _x , p _y , p _z ) of the shipyard 201 according to the estimation results based on the combinations [1, 2] and [2, 4] adopted by the majority vote in the estimation result comparison unit 312. And/or depending on the attitude (θ _x , θ _y , θ _z ), the bulk cargo M in the shipyard 201 is carried out of the shipyard 201 by the unloading section 9. At this time, the detection result of the third ranging sensor 193 that has been diagnosed as abnormal by the abnormality diagnosis section 313 is not used, so that the unloading operation by the unloading section 9 can be safely continued.

On the other hand, if the abnormality diagnosis unit 313 diagnoses the third ranging sensor 193 that is included in common in the combinations [3, 4] and [1, 3] that generated estimation results that were not adopted by majority vote as abnormal, the The device control unit 314 determines the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ), the unloading section 9 may be evacuated outside the shipyard 201. As a result, it is possible to prevent the unloading section 9 from continuing the unloading operation with the third distance measurement sensor 193 diagnosed as abnormal, and to perform inspection, cleaning, and adjustment of the third distance measurement sensor 193 diagnosed as abnormal. Repairs, replacements, etc. can be carried out quickly. In addition, when the unloading section 9 is evacuated outside the shipyard 201, the estimation results of the shipyard 201 based on the combinations [1, 2] and [2, 4] that do not include the third distance measurement sensor 193 diagnosed as abnormal are Because it is used, safety can also be ensured during evacuation.

The recommended trajectory generation unit 315 calculates that all the combinations [1, 2], [3, 4], [1, 3], [2, 4] of the ranging sensors 191 to 194 are located at the position of the shipyard 201 (p _x , p _y , p _z ) and/or posture (θ _x , θ _y , θ _z ), the current position of the unloading section 9 detected by the unloading device position detection section 310 etc. is used as the starting point. A recommended trajectory for the unloading section 9 to the shipyard 201 is generated. As described above, in the state shown in FIG. (p _x , p _y , p _z ) and/or posture (θ _x , θ _y , θ _z ) estimation results can be generated. This is because one distance measurement sensor 191, 194 included in each combination detects the upper and lower edges E2, E4, and the other distance measurement sensor 192, 193 included in each combination detects the left and right edges E1, E3. .

On the other hand, in the state shown in FIG. 12, some combinations do not estimate the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ) of the shipyard 201. Cannot be generated. Specifically, since the first ranging sensor 191 cannot detect the upper and lower edges E2 and E4, and the second ranging sensor 192 cannot detect the left and right edges E1 and E3, the combination [1, 2] including these , [1,3], [2,4] cannot generate the estimation result of the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ) of the shipyard 201. In this state, only the combination [3, 4] can generate the estimation result of the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ) of the shipyard 201, but the others The redundancy with the combinations [1, 2], [1, 3], and [2, 4] has been lost.

The recommended trajectory generation unit 315 generates all the combinations [1, 2], [3,4], [1,3], and [2,4] are the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ) of the shipyard 201. A recommended trajectory as shown in FIG. 11 that can generate the estimation result is generated. In the illustrated example in which the distance measuring sensors 191 to 194 are provided in the unloading section 9, the recommended trajectory generating section 315 generates a recommended trajectory in which the unloading section 9 stays within the opening 21 of the shipyard 201 and goes around, for example, when viewed from above. Ru. In addition, if there is an abnormality in a specific distance measurement sensor (for example, the third distance measurement sensor 193), so as not to lose the redundancy due to the combination ([1, 2], [2, 4]) that does not include it, The recommended trajectory generation unit 315 may generate the recommended trajectory.

Note that the shipyard detection device 300 may include an approval reception unit 316 that receives approval for the recommended trajectory of the unloading unit 9 generated by the recommended trajectory generation unit 315. For example, an operator in the main operation room 16 of the CSU 1, an administrator of the shipyard detection device 300, etc. has the authority to approve the recommended trajectory generated by the recommended trajectory generation unit 315, and gives approval to the approval reception unit 316. Or you can enter Rejection.

The unloading device control section 314 causes the bulk cargo M in the shipyard 201 to be transported out of the shipyard 201 by the unloading section 9 serving as an unloading device. The unloading device control unit 314 sets the unloading unit according to the recommended trajectory of the unloading unit 9 generated by the recommended trajectory generating unit 315 (if the approval receiving unit 316 is provided, the recommended trajectory of the unloading unit 9 approved by the approval receiving unit 316). Drive 9. The unloading section 9 may be automatically operated according to the recommended trajectory, or may be manually operated by an operator in the main operation room 16 or the like who has been presented with the recommended trajectory.

The unloading stop unit 317 activates the ranging sensors 191 to 194 as shown in FIG. When it is detected that redundancy has been lost, control of the unloading section 9 by the unloading device control section 314 may be stopped. Alternatively, the sensor grouping unit 311 detects that the redundancy of the ranging sensors 191 to 194 is lost, and determines the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ) that can effectively generate the estimation results ([3, 4] in the example of FIG. 12), the cargo room estimating unit 306 may perform the estimation process.

The notification unit 318 determines whether at least one of the combinations of distance sensors 191 to 194 is activated based on the position and/or attitude of the unloading unit 9 relative to the shipyard 201 detected by the cargo compartment detection unit 307 and/or the unloading device position detection unit 310. If the estimation result of the position and/or orientation of the shipyard 201 cannot be generated, that is, if the redundancy of the ranging sensors 191 to 194 is lost, the operator of the CSU 1 may be notified of this fact. If the redundancy of the ranging sensors 191 to 194 is lost, the reliability of the estimation results of the position and/or attitude of the shipyard 201 will decrease, so the operator of the CSU 1 should be alerted to ensure safety. You can make them work hard.

Next, a specific example of the shipyard detection process by the shipyard detection device 300 will be explained along the flowchart of FIG. 13. "S" in the flowchart means step or process. Steps similar to those in FIG. 9 in the first embodiment are given the same reference numerals and redundant explanations will be omitted. In S1, the cargo compartment detection unit 307 detects the opening 21 and the like of the shipyard 201 using a plurality of sensors.

In S15, the sensor grouping unit 311 selects the sensors used for estimating the position (p _x , p _y , p _z ) and attitude (θ _x , θ _y , θ _z ) of the shipyard 201 by the cargo compartment estimating unit 306. A combination [m ₁ , m ₂ , ..., m _r ] is generated. Here, it is assumed that four combinations of [1, 2], [3, 4], [1, 3], and [2, 4] are generated according to the above-mentioned example. As described above with reference to FIG. 12, the sensor grouping unit 311 detects that the redundancy of the ranging sensors 191 to 194 is lost, and determines the position (p _x , p _y , p _z ) of the shipyard 201 and Alternatively, only the combination ([3, 4] in the example of FIG. 12) that can effectively generate the estimation result of the orientation (θ _x , θ _y , θ _z ) may be generated in S15.

In S9, the cargo hold estimating unit 306 estimates the position and/or orientation of the shipyard 201 from the detection results of the shipyard 201 in S1 of the sensors forming the sensor combination generated in S15. In this example, four estimation results for four combinations of [1,2], [3,4], [1,3], and [2,4] are obtained in S9.

In S16, the estimation result comparison unit 312 compares the estimation results of the shipyard 201 for each combination [1, 2], [3, 4], [1, 3], [2, 4] obtained in S9. do. Specifically, as described above, the squared position error ε ^p _i,j , the squared posture error ε ^θ _i,j , the deviation amount |ε ^p _i,j − for the different combinations “i” and “j” μ ^p |/D ^p , deviation amount between all combinations [1,2], [3,4], [1,3], [2,4] |ε ^p _i,j − μ ^p |/D ^p The maximum value of is calculated. In S17, the abnormality diagnosis unit 313 determines the amount of deviation between all combinations [1, 2], [3, 4], [1, 3], and [2, 4] |ε ^p _i,j − μ ^p |/ It is determined whether the maximum value of ^Dp is greater than or equal to a predetermined threshold.

If the determination in S17 is Yes, there is an abnormality in at least one of the ranging sensors 191 to 194. The range sensors 191 to 194 with abnormalities have deviations between each combination [1, 2], [3, 4], [1, 3], [2, 4] |ε ^p _i,j − μ ^p | It can be determined by /D ^p . For example, if there is an abnormality in the third ranging sensor 193 as in the above example, the amount of deviation between [1, 2] and [2, 4] that does not include the third ranging sensor 193 is normal (less than the threshold). ), while the deviation amount regarding [3, 4] and [1, 3] including the third distance measurement sensor 193 becomes abnormal (more than the threshold value). In this manner, the abnormality diagnosis unit 313 identifies the ranging sensor (193) having an abnormality in S18.

If the deviation amount between the combinations [1, 2] and [2, 4] that do not include the ranging sensor (193) with an abnormality is normal (less than the threshold value), the abnormality diagnosis unit 313 and/or the notification unit 318 notifies the operator of the CSU 1 that there is an abnormality in some of the range sensors (193), and then in the subsequent S19, the unloading device control unit 314 selects a combination that does not include the range sensor (193) with the abnormality. 1, 2] and [2, 4], depending on the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ) of the shipyard 201, 9 is evacuated outside the shipyard 201. Alternatively, based on the judgment of the operator of the CSU 1, in S19 the unloading device control unit 314 selects the shipyard based on the estimation results from the combinations [1, 2] and [2, 4] that do not include the range sensor (193) with the abnormality. The unloading operation by the unloading unit 9 may be continued depending on the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ) of the unloading unit 201 .

On the other hand, in S18, the amount of deviation |ε ^p _i, j − μ ^p |/D ^p between all combinations [1, 2], [3, 4], [1, 3], [2, 4] is abnormal. (above the threshold), the abnormality diagnosis unit 313 and/or the notification unit 318 notifies the operator of the CSU 1 that there is an abnormality in all the distance measuring sensors 191 to 194, and then in the subsequent S19, the unloading stop unit 317 causes the unloading device control section 314 to stop the unloading operation of the unloading section 9. In S18 in this case, the notification unit 318 may propose to the operator of the CSU 1 to increase the redundancy of the sensors (increase the number of sensors). Note that, under the judgment of the operator of the CSU 1, in S19, the unloading device control unit 314 determines the position (p _x , p _y , p _z ) and/or attitude ( The unloading section 9 may be evacuated outside the shipyard 201 depending on the angles (θ _x , θ _y , θ _z ).

If the determination in S17 is No, all distance measuring sensors 191 to 194 are operating normally. In S20, the abnormality diagnosis section 313 determines that there is no abnormality, and the notification section 318 notifies the operator of the CSU 1, etc. of this fact. In S21, the cargo hold estimating unit 306 estimates the position and/or orientation of the shipyard 201 from the detection results of the shipyard 201 in S1 of all the distance sensors 191 to 194. In S22, the unloading device control unit 314 controls the unloading unit according to the position (p _x , p _y , p _z ) and/or attitude (θ _x , θ _y , θ _z ) of the shipyard 201 based on the estimation result in S21. Continue the unloading operation in step 9.

The present invention has been described above based on the embodiments. Those skilled in the art will understand that the embodiments are merely illustrative, and that various modifications can be made to the combinations of the constituent elements and processing processes, and that such modifications are also within the scope of the present invention.

The present invention is applicable not only to the bucket elevator type continuous unloader described in the embodiment, but also to a spiral type continuous unloader and a continuous unloader equipped with an air conveyance mechanism.

Note that the functional configuration of each device described in the embodiments can be realized by hardware resources, software resources, or cooperation between hardware resources and software resources. A processor, ROM, RAM, and other LSIs can be used as hardware resources. Programs such as operating systems and applications can be used as software resources.

1 Cargo unloading unit (CSU), 9 Cargo unloading unit, 11 Scraping unit, 18 Distance sensor, 19 Distance sensor, 21 Opening, 201 Shipyard, 300 Shipyard detection device, 306 Cargo compartment estimation unit, 307 Cargo compartment detection section, 310 unloading device position detection section, 311 sensor grouping section, 312 estimation result comparison section, 313 abnormality diagnosis section, 314 unloading device control section, 315 recommended trajectory generation section, 316 approval reception section, 317 unloading stop section, 318 notification Department.

Claims (14)

a cargo hold detection unit that detects the ship's cargo hold using multiple sensors;
a cargo compartment estimating unit that estimates the position and/or orientation of the cargo compartment from the detection results of the sensors constituting each combination of the plurality of sensors;
an estimation result comparison unit that compares estimation results for each of the combinations by the cargo room estimation unit;
an abnormality diagnosis unit that diagnoses an abnormality in at least one of the sensors based on a comparison result by the estimation result comparison unit;
Cargo compartment detection device with 2. The cargo compartment detection apparatus of claim 1, wherein each combination includes one or more of the sensors. The cargo compartment detection device according to claim 1 or 2, wherein the combination is three or more. The estimation result comparison unit performs a majority vote on the estimation results of the three or more combinations by the cargo room estimation unit,
The abnormality diagnosis unit diagnoses as abnormal a sensor included in a combination that generated an estimation result that was not adopted by the majority vote, and a sensor that is not included in the combination that generated an estimation result that was adopted by the majority vote.
The cargo compartment detection device according to claim 3. 5. The cargo compartment according to claim 4, further comprising a carry-out device control unit that causes a carry-out device to carry out the cargo in the cargo compartment to the outside of the cargo compartment in accordance with the position and/or attitude of the cargo compartment based on the estimation result adopted by the majority vote. Cargo compartment detection device. When the abnormality diagnosis unit diagnoses as abnormal the sensor included in the combination that generated the estimation result that was not adopted by the majority vote, the unloading device control unit The cargo compartment detection device according to claim 5, wherein the carrying out device is evacuated outside the cargo compartment depending on the position and/or attitude of the cargo compartment. The cargo compartment detection device according to any one of claims 1 to 6, wherein the at least one sensor is provided in a carry-out device that carries out cargo in the cargo compartment to the outside of the cargo compartment. If at least one of the sensor combinations is unable to generate an estimate of the position and/or orientation of the cargo compartment due to the position and/or orientation of the transport device relative to the cargo compartment, the operator of the transport device is informed of this fact; The cargo compartment detection device according to claim 7, further comprising a notification section that provides notification. 8. The method of claim 7, further comprising a recommended trajectory generation unit that generates a recommended trajectory of the unloading device with respect to the cargo compartment so that all of the sensor combinations can generate estimation results of the position and/or orientation of the cargo compartment. 8. The cargo compartment detection device according to 8. The cargo compartment detection device according to any one of claims 7 to 9, wherein the plurality of sensors are provided at different parts of the unloading device. The cargo compartment detection device according to any one of claims 1 to 10, wherein at least one of the sensors is a distance sensor that measures a distance to a measurement target. The cargo compartment detection device according to any one of claims 1 to 11, wherein at least one of the sensors is an image sensor that photographs an object to be measured. a cargo hold detection step for detecting a cargo hold of the ship using a plurality of sensors;
a cargo compartment estimation step of estimating the position and/or orientation of the cargo compartment from the detection results of the sensors constituting each combination of different combinations of the plurality of sensors;
an estimation result comparison step of comparing estimation results for each of the combinations in the cargo room estimation step;
an abnormality diagnosis step of diagnosing an abnormality in at least one of the sensors based on the comparison result of the estimation result comparison step;
A cargo compartment detection method comprising: a cargo hold detection step for detecting a cargo hold of the ship using a plurality of sensors;
a cargo compartment estimation step of estimating the position and/or orientation of the cargo compartment from the detection results of the sensors constituting each combination of different combinations of the plurality of sensors;
an estimation result comparison step of comparing estimation results for each of the combinations in the cargo room estimation step;
an abnormality diagnosis step of diagnosing an abnormality in at least one of the sensors based on the comparison result of the estimation result comparison step;
A cargo hold detection program that causes a computer to run the following.

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