JP3602221B2 - Cargo management system and transmitter of cargo management system - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention is a cargo management system that can prevent an abnormal situation such as forgetting to load, unload, or lose a load that may occur during transportation of a load or the like by a vehicle, and can recognize a loading position of the load with respect to the vehicle. About.
[0002]
[Prior art]
Conventionally, as a method for managing this type of cargo, first, a crew checks a delivery slip or the like attached to a delivery destination on a slip attached to a load, finds a corresponding load, loads the load into a vehicle, and loads the luggage compartment. Close the door and leave. When the vehicle arrives at the specified delivery destination, the crew opens the door of the luggage compartment, searches for a cargo (attached voucher) corresponding to the delivery slip on which the delivery destination is stated, removes it from the vehicle, and then reopens the luggage compartment door. Tighten and leave. Loading and unloading of cargo were performed at a plurality of locations designated by the above method. In addition, the delivery slip was checked against the slip attached to the load to determine whether the load was lost.
[0003]
In addition, in order to understand the delivery status of the cargo at the delivery center that manages the vehicle, the crew uses the portable wireless device (or the vehicle wireless device) to manage the load to the base station (delivery center, etc.) (loading, loading, etc.). Unloading etc.) was reported one by one.
[0004]
[Problems to be solved by the invention]
In the conventional method, when a crew checks a delivery slip and a slip affixed to a load, the load may be forgotten due to omission in checking (mismatch), erroneous delivery (unloading), loss, or the like. In addition, the burden on the crew, such as reporting the status of the cargo to the delivery center, increases.
[0005]
SUMMARY OF THE INVENTION It is an object of the present invention to reduce the burden on a crew member and to relieve a confirmation error when loading or unloading a load. It is another object of the present invention to prevent the loss of a package being transported.
[0006]
[Means for Solving the Problems]
In order to solve the above problems, the present invention provides a transmitter having a weak output mounted on a cargo and transmitting a specific signal, and a signal detecting unit provided in a vehicle and detecting a specific signal from the transmitter. A receiver, and a load management unit that manages a loading state of the load on the vehicle based on a detection result from the signal detection unit,The transfer state detecting means for detecting the transfer state of the load and the load management means determine that the load state of the load is abnormal, and the transfer state detecting means detects that the load is in the middle of transfer. In that case,And notifying means for notifying an occupant.
[0007]
Further, the specific signal is a carrier signal having a unique frequency, and the signal detecting means is a carrier detecting means for detecting a carrier signal having the unique frequency.
Further, the specific signal is a tone signal of a unique frequency superimposed on a carrier of a unique frequency, and the signal detecting means is a tone detecting means for detecting the tone signal of the unique frequency. Things.
[0008]
Further, the specific signal is unique data superimposed on a carrier wave of a unique frequency, and the signal detecting means is a data detecting means for detecting the received unique data. .
Further, a plurality of transmitters of weak output, each of which is mounted corresponding to each of the plurality of loads and transmits a specific signal corresponding to each of the loads, and which is provided in the vehicle and has a specific signal from the plurality of transmitters A receiver provided with signal detection means for individually detecting the load, and a load management means for individually managing the loading state of the plurality of loads on the vehicle based on the detection result from the signal detection means,The transfer state detecting means for detecting the transfer state of the plurality of loads, and the load management means determines that the load state of the plurality of loads is abnormal, and the plurality of loads are being transferred by the transfer state detection means. If it is detected thatAnd notifying means for notifying an occupant.
[0009]
Further, the specific signal is a carrier signal of a different frequency for each transmitter, the signal detection means is a plurality of carrier detection means for individually detecting the carrier signal of the different frequency, wherein is there.
Further, the specific signal is a tone signal of a plurality of frequencies superimposed on a carrier of a unique frequency, and the signal detecting means is a plurality of tone detecting means for individually detecting the tone signals of the plurality of frequencies. It is characterized by the following.
[0010]
Further, the specific signal is a plurality of data superimposed on a carrier wave of a unique frequency, and the signal detection unit detects the plurality of received data and the plurality of unique data corresponding to the cargo. It is a detecting means.
Further, the specific signal is a carrier signal having a different frequency for each transmitter, and the signal detecting means includes carrier frequency switching means for switching a reception frequency of the carrier signal corresponding to each transmitter, The carrier signal is detected based on the carrier frequency switched by the means.
[0011]
Further, the specific signal is a tone signal of a plurality of frequencies superimposed on a carrier wave of a unique frequency, and the signal detecting means includes a tone frequency switching means for switching a receiving frequency of the tone signal corresponding to each transmitter. Wherein the tone signal is detected based on the tone frequency switched by the tone frequency switching means.
[0012]
Further, the receiver is provided with a receiving sensitivity adjusting means for adjusting receiving sensitivity for receiving a specific signal from the transmitter.
The receiver further includes a distance calculation unit that calculates a distance between the transmitter and the receiver based on a sensitivity range of the reception sensitivity adjustment unit and a reception state of the receiver. It is characterized by the following.
[0013]
Further, the transmitter includes transmission output adjusting means for adjusting a transmission output for transmitting the specific signal.
The receiver further includes a distance calculation unit that calculates a distance between the transmitter and the receiver based on an output range of the transmission output adjustment unit and a reception state of the receiver. It is characterized by the following.
[0014]
Further, the cargo management means includes a display means for displaying a detection result from the signal detection means.
Further, the cargo management means includes an instruction means for instructing the management of the loading of a specific load from the loads.
In addition, a transmitter having a weak output attached to a cargo and transmitting a specific signal, a receiver having signal detection means for detecting a specific signal from the transmitter, and a base station are used for communication. A mobile station comprising: a first transceiver; and a notifying unit for notifying an occupant of the loading status of the cargo, received by the first transceiver, and a second station for communicating with the mobile station. And a load management means for managing a loading state of the load based on a detection result from the signal detection means received by the second transceiver.Conveyance state detection means for detecting the conveyance state of the cargo;And a base station comprising: the first transceiver transmits a detection result from the signal detection unit to the second transceiver, and the second transceiver transmits the detection result to the second transceiver. TransceiverIf the load management means determines that there is an abnormality in the loading state of the load, and if the transport state detecting means detects that the load is being transported, the abnormality is determined.The data is transmitted to the first transceiver.
[0015]
Also,The base station further includes instruction means for instructing the management of the loading of a specific load from the plurality of loads, and the second transceiver transmits an instruction result by the instruction means to the first transceiver. And the notifying means notifies an occupant of the instruction result received by the first transceiver.
[0016]
Further, the transmitter includes an intermittent transmission unit that intermittently outputs the specific signal at predetermined intervals.
[0017]
【Example】
FIG. 1 is a configuration diagram for explaining the principle of a cargo management system according to a first embodiment of the present invention. FIG. 1A is a system configuration diagram, FIG. 1B is a detailed view of a monitoring unit, and FIG. It is a figure showing an example. Hereinafter, description will be made with reference to the drawings.
Reference numeral 11 denotes a transmitter attached to the cargo and constantly transmitting a carrier having a unique frequency f1 having a weak output, and its transmittable area can be adjusted by the output of the transmitter 11 and the sensitivity of the receiver. Inside or near the vehicle. Reference numeral 12 denotes a receiver installed in the vehicle, which receives a signal from the transmitter 11 and converts only a carrier having a unique frequency f1 transmitted from the transmitter 11 into an intermediate frequency by mixing with a frequency from a local oscillator. And a carrier detection circuit for averaging the amplitude level of the carrier detected by the reception circuit 12a, converting the amplitude level into a voltage value, and comparing it with a predetermined reference level to determine the level of the carrier wave. 12b. The carrier wave detection circuit 12b outputs H by the comparator when the signal level of the carrier wave is equal to or higher than a preset reference level, and outputs L when the signal level is lower than the reference level. Reference numeral 15 denotes a monitoring unit which indicates the management status of the load, which displays a keyboard for inputting a number or the like corresponding to the load when loading or unloading the load, an input unit 15a such as a slip reading device, etc., and an instruction to the load and a management status. It comprises a display 15b, a memory 15c for storing an input state, a buzzer 15d for notifying an abnormality, and a microcomputer 15e for judging a cargo management state from an instruction for the cargo and an output state of the receiver 12.
[0018]
FIG. 2 is a flowchart of a process performed by the microcomputer of the cargo management system according to the first embodiment of the present invention. Hereinafter, description will be made with reference to the drawings.
In step S1, it is determined whether or not an instruction to load a new load has been issued at point A such as a transport center or a delivery destination. If there is an instruction to load, the process proceeds to step S2, and if not, the process proceeds to step S6. A transmitter 11 (for example, the transmitter 1 for the load 1) is attached to the load in advance in comparison with the delivery slip, and the load number to be loaded at the point A and the number of the transmitter attached to the load (carrier frequency) ) And data corresponding to the delivery point in advance are input and instructed (see FIG. 1C). Therefore, the cargo number, the transmitter number, the frequency, and the receiver number correspond in series in advance. As an instruction method, for example,
{Circle around (1)} The crew looks at the delivery slip manually and inputs a cargo number, a delivery point, etc. through the input unit (keyboard) 15a.
(2) The crew puts the delivery slip into the input section (slip reader) 15a and reads the cargo number, the delivery point, etc. recorded on the delivery slip.
(3) The base station instructs the microcomputer 15e using a wireless device or the like. In this case, the comparison data between the transmitter number attached to the cargo and the delivery slip from point A is transmitted to the base station in advance. And so on.
[0019]
In step S2, the load number to be loaded is displayed on the display 15b, for example, as shown in FIG. 1 (c), and at the same time, the load number, the delivery point, etc. are stored in the memory 15c, and the process proceeds to step S3. That is, data is displayed and accumulated every time there is a new cargo.
In step S3, the receiving state of the receiver 12 corresponding to a predetermined transmitter (carrier frequency) is checked based on the content of the data shown in FIG. That is, it is determined whether or not the output of the receiver 12 is H. If the output is H, the process proceeds to step S4. If the output is not H, the process proceeds to step S5. That is, when the crew loads the cargo (with the transmitter 12) with the number displayed on the display 15b into the luggage compartment, the carrier detection circuit 12b of the receiver 12 in the cab outputs H because the carrier signal is at or above the reference level. I do. If the loading of the cargo has not been completed yet, the carrier wave detection circuit 12b outputs L because the carrier signal is below the reference level.
[0020]
In step S4, the display of the content related to the corresponding cargo number is deleted based on the data content shown in FIG. 1C by the above-described check, and the process proceeds to step S41. In other words, this indicates that the designated cargo has been loaded into the luggage compartment, and since it can be determined that the cargo is "normal", the cargo number on the display 15b is deleted. Alternatively, the background color for this number may be changed. In step S5, the display of the content related to the corresponding cargo number is flashed, and the process returns to step S3. In other words, this indicates that the designated cargo has not yet been loaded in the luggage compartment, and it can be determined that "loading has been forgotten", so that the cargo number on the display 15b flashes to alert the crew. In this case, it is not necessary to sound the buzzer 15d because the loading operation is being performed. The display disappears (or the background color changes) when all loads have been loaded.
[0021]
In step S41, when the check for the predetermined cargo number (transmitter number) is completed, the process proceeds to step S6.
In step S6, it is determined whether or not the vehicle has departed. If the vehicle has departed, the process proceeds to step S7. If not, the process waits. In other words, it is determined whether or not the vehicle has left point A. The determination as to whether or not the vehicle has departed can be made by detecting that the door of the luggage compartment has been closed and determining that the vehicle has departed. It may be determined that the departure has been made by detecting the fact. Alternatively, it may be determined that the vehicle has started using GPS position data or a start button.
[0022]
In step S7, it is determined whether or not the output of the receiver 12 is H. If the output is H, the process proceeds to step S9. If the output is not H, the process proceeds to step S8. That is, if the load (transmitter 11) is in the luggage compartment, the carrier detection circuit 12b of the receiver 12 in the cab outputs H because the carrier signal is at or above the reference level. If the load (transmitter 11) is not in the luggage compartment, the carrier detection circuit 12b outputs L because the carrier signal is below the reference level.
[0023]
In step S8, the corresponding cargo number is blinked on the display 15b, and the process returns to step S7. In other words, this indicates that the cargo has left the luggage compartment during traveling, and it can be determined that the cargo is "lost or dropped". Therefore, the cargo number is displayed on the display 15b and blinks, and at the same time, the crew is warned by the buzzer 15d. . In step S9, it is determined whether or not the vehicle has arrived at the point B. If it has arrived, the process proceeds to step S10, and if not, the process returns to step S7. In other words, we always check the cargo while driving. As a method of determining whether the vehicle has arrived at the point B, for example,
(1) The crew looks at the delivery slip manually and inputs the cargo number to be unloaded at the delivery point B via the input unit (keyboard) 15a.
{Circle around (2)} The crew puts the delivery slip into the input unit (slip reader) 15a and reads the cargo number of the point B recorded on the delivery slip.
(3) The crew inputs "Point B" in the input section 15a.
{Circle around (4)} An instruction is issued from the base station using a wireless device or the like. And so on.
[0024]
In step S10, the content related to the cargo number to be unloaded is displayed on the display 15b, and the process proceeds to step S11. If the input is made by the method (1) in step S9, the contents related to the directly input cargo number are displayed on the display 15b. When the input is made by the method of (2) or (3), the load number corresponding to the point B is searched and displayed from the load data (load number, delivery point) stored in the memory 15c in step S2. . In the case of {circle around (4)}, the load number is directly specified by the instruction method, or the point B is specified and the corresponding load number is searched from the load data stored in the memory 15c and displayed on the display 15b. indicate.
[0025]
In step S11, it is determined whether or not the output of the receiver 12 is L. If the output is L, the process proceeds to step S12. If the output is not L, the process proceeds to step S13. That is, when the crew unloads the cargo (with the transmitter 11) with the number displayed on the display 15b from the luggage compartment, the carrier detection circuit 12b of the receiver 12 in the driver's cab determines L because the carrier signal is below the reference level. Output. If the unloading of the cargo has not been completed, the carrier wave detection circuit 12b outputs H because the carrier signal is at or above the reference level.
[0026]
In step S12, the display of the corresponding cargo number is deleted (or the background color is changed). That is, it indicates that the designated cargo has been unloaded from the luggage compartment, and it can be determined that the cargo is "normal", so that the cargo number on the display 15b is deleted. In step S13, the display of the corresponding cargo number is flashed, and the process returns to step S11. That is, it indicates that the designated cargo is still left in the luggage compartment, and it can be determined that "forgot to unload". Therefore, the cargo number on the display 15b is blinked to alert the crew. In this case, it is not necessary to sound the buzzer 15d because the unloading operation is being performed. In step S14, when the check for the predetermined cargo number (transmitter number) is completed, the process returns to step S1. If the check has not been completed, the process returns to step S11.
[0027]
Although the above processing flow chart describes loading and running of the cargo at the point A, and unloading of the cargo at the point B, the processing from step S1 to step S14 may be repeatedly performed after loading of the cargo at the point B. .
Therefore, when the driver forgets to load a predetermined load (with the transmitter 11 attached) at a delivery center or the like, or leaves the load (transmitter 11) due to loss or the like, the receiver 12 of the vehicle is used. In this case, the carrier cannot be received from the transmitter 11, and the microcomputer 15e operates the buzzer 15d and the like, so that the crew can immediately respond. When the vehicle arrives at the predetermined delivery destination and the crew member forgets to unload the cargo, the receiver 12 is still in the receiving state despite the instruction of the unloading by the microcomputer 15e. Display the corresponding shipment number. The crew can look at the sign and respond immediately.
[0028]
By transmitting the signal from the transmitter 11 intermittently at predetermined intervals, it is possible to reduce the consumption of the battery on the transmitter 11 side. In this case, the receiver 12 always stands by in a receivable state, and determines that an abnormality occurs when the transmitted signal is interrupted for a predetermined time or more. The signal transmission interval may be set to a time that can cope with the occurrence of the abnormality. The intermittent output signal from the carrier detection circuit 12b is stored in a memory or the like.
[0029]
According to this embodiment, the microcomputer determines whether or not the instruction for the load and the reception state of the transmission signal from the load are appropriate and, if inappropriate, automatically displays the corresponding load number on the display, Since the buzzer is activated, the crew can easily manage to forget to load, lose, or unload the cargo.
FIG. 3 is a system configuration diagram for explaining the principle of the cargo management system according to the second embodiment of the present invention. Hereinafter, description will be made with reference to the drawings.
[0030]
Numerals 211 to 21n are transmitters which constantly transmit a carrier wave of a unique frequency f1, f2, fn of a weak output attached to the cargo, and the transmittable area is adjusted by the outputs of the transmitters 211 to 21n and the sensitivity of the receiver. Yes, but usually limited to or near the vehicle. Reference numerals 221 to 22n denote receivers installed in the vehicle, which receive signals from the transmitters 211 to 21n, and are mixed with frequencies from local oscillators to transmit unique frequencies f1, f2 transmitted from the transmitters 211 to 21n. , Fn) are converted to an intermediate frequency and the receiving circuits 221a to 22na for detecting the carrier and the amplitude levels of the carriers detected by the receiving circuits 221a to 22na are averaged, converted to a voltage value and compared with a predetermined reference level. By doing so, it is constituted by carrier wave detection circuits 221b to 22nb which determine the level of the carrier wave. In the carrier detection circuits 221b to 22nb, the comparator outputs H when the signal level of the carrier is equal to or higher than a preset reference level, and outputs L when the signal level is equal to or lower than the reference level.
[0031]
The receiver 221 can receive only the carrier frequency f1 unique to the corresponding transmitter 211. Also, other receivers can receive data only with the corresponding transmitter. Outputs of the carrier detection circuits 221b to 22nb are sent to the monitoring unit 15. Further, the CPU 15e checks the reception status of the predetermined cargo number, that is, the reception number of the corresponding receiver number one by one (corresponding to steps S3, S4, S5, S7, S8, S11, S12, S13). .
[0032]
The operation principle of the cargo management system of the present example is the first embodiment except that there are receivers 221 to 22n corresponding to a plurality of loads (transmitters 211 to 21n) and a plurality of loads can be managed by one monitoring unit 15. The description is omitted because it is almost the same as the example.
According to this embodiment, the microcomputer determines whether or not the instruction for the load and the reception state of the transmission signal from the load are appropriate and, if inappropriate, automatically displays the corresponding load number on the display, Since the buzzer is activated, the crew can easily manage to forget to load, lose, or unload a plurality of loads. The monitoring unit of this embodiment checks the cargo, that is, the reception status of the corresponding receiver one by one. However, the present invention is not limited to this. If at least one is abnormal, it may be notified.
[0033]
FIG. 4 is a system configuration diagram for explaining the principle of the cargo management system according to the third embodiment of the present invention. Hereinafter, description will be made with reference to the drawings.
Reference numerals 311 to 31n are transmitters which constantly transmit a carrier having a unique frequency f1, f2 and fn of a weak output attached to the cargo, and the transmittable area is adjusted by the outputs of the transmitters 311 to 31n and the sensitivity of the receiver. Yes, but usually limited to or near the vehicle. Reference numeral 32 denotes a receiver installed in the vehicle, which receives signals from the transmitters 311 to 31n, and mixes with a frequency from a local oscillator to transmit the unique frequencies f1, f2, fn transmitted from the transmitters 311 to 31n. And a receiving circuit 32a that converts only the carrier into an intermediate frequency and averages the amplitude level of the carrier detected by the receiving circuit 32a, converts this to a voltage value, and compares it with a predetermined reference level to obtain the level of the carrier. And a PLL setting circuit 32c for instructing the receiving circuit 32a of the frequency from the local oscillator so that a plurality of different carrier frequencies f1, f2, fn can be received.
[0034]
In the carrier detection circuit 32b, the comparator outputs H when the signal level of the carrier is equal to or higher than a preset reference level, and outputs L when the signal level is equal to or lower than the reference level. The output of the carrier detection circuit 32b is sent to the monitoring unit 15.
Next, the operation principle of the cargo management system will be described. The monitoring unit 15, that is, the CPU 15e instructs the PLL setting unit 32c to change the oscillation frequency of the local oscillator so that the carrier frequency f1 can be received from the transmitter 311 to check the cargo number 1 (transmitter number 1). As a result, the reception frequency of the reception circuit 32 becomes f1. When the cargo is in the vehicle (luggage compartment), the carrier wave detection circuit 32b detects that the carrier wave of the transmitter 311 is at or above the reference level and outputs H, and outputs L if it cannot be detected. Subsequently, the CPU 15e instructs the PLL setting unit 32c to change the oscillation frequency of the local oscillator so that the carrier frequency f2 from the transmitter 311 can be received in order to check the cargo number 2 (transmitter number 2). As a result, the reception frequency of the reception circuit 32 becomes f2. The carrier detection circuit 32b detects whether the carrier of the transmitter 312 is at or above the reference level and outputs a corresponding output. Hereinafter, similarly, the reception frequency of the signal from all the transmitters is determined by sequentially changing the carrier frequency to be received. Then, the above operation is repeated and the reception is always determined. Since the receiving processes of all the transmitters 311 to 31n are sequentially performed, the outputs from the respective transmitters 311 to 31n are sequentially sent to the monitoring unit 15 in a time division manner. The microcomputer 15e of the monitoring unit 15 can determine which transmitter is the data from by timing the PLL setting circuit 32c. Further, since one cycle is very short, the delay in detecting an abnormality can be almost ignored. Note that details of the operation principle of the cargo management system of this example are substantially the same as those of the second example except that the number of receivers is one, and a description thereof will be omitted.
[0035]
According to this embodiment, the microcomputer determines whether or not the instruction for the load and the reception state of the transmission signal from the load are appropriate and, if inappropriate, automatically displays the corresponding load number on the display, Since the buzzer is activated, the crew can easily manage to forget to load, lose, or unload a plurality of loads. In addition, signals from a plurality of transmitters can be received by switching the receiving frequency with one receiver, and the receiving facility is inexpensive.
[0036]
FIG. 5 is a system configuration diagram for explaining the principle of the cargo management system according to the fourth embodiment of the present invention. Hereinafter, description will be made with reference to the drawings.
Reference numeral 41 denotes a transmitter attached to the load and constantly transmitting a unique tone frequency T1 with a carrier having a weak output frequency f1. The tone generation circuit 41b for generating the unique tone frequency T1 and the carrier frequency f1 are set at the tone frequency T1. A transmission circuit 41a for modulating and transmitting is provided. The transmittable area can be adjusted by the output of the transmitter 41 and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or in the vicinity of the vehicle. Reference numeral 42 denotes a receiver installed in the vehicle, which receives a signal from the transmitter 41, converts only a carrier of the frequency f1 transmitted from the transmitter 41 into an intermediate frequency by mixing with a frequency from a local oscillator, and performs detection. And a tone detection circuit 42b that averages the amplitude levels of the tones detected by the receiving circuit 42a, converts the amplitude levels into voltage values, and compares the voltage values with a predetermined reference level to determine the magnitude of the tone levels. It is configured.
[0037]
In the tone detection circuit 42b, the comparator outputs H when the signal level of the tone is higher than a preset reference level, and outputs L when the signal level is lower than the reference level. The output of the tone detection circuit 42b is sent to the monitoring unit 15.
Next, the operation principle of the cargo management system will be described. When the load is in the vehicle (luggage compartment), the tone detection circuit 42b of the receiver 42 detects that the tone of the transmitter 41 is higher than the reference level, and outputs H. If the load (transmitter 41 is attached) is not in the vehicle due to forgetting to load or being stolen, the tone detection circuit 42b detects that the tone transmitted from the transmitter 41 is below the reference level and outputs L. I do. The operation of the monitoring unit 15 is exactly the same as in the first embodiment, and the description is omitted.
[0038]
According to this embodiment, the microcomputer determines whether or not the instruction for the load and the reception state of the transmission signal from the load are appropriate and, if inappropriate, automatically displays the corresponding load number on the display, Since the buzzer is activated, the crew can easily manage to forget to load, lose, or unload the cargo. In addition, since a unique tone frequency is used, detection accuracy is improved without fear of malfunction due to external noise.
[0039]
FIG. 6 is a system configuration diagram for explaining the principle of the cargo management system according to the fifth embodiment of the present invention. Hereinafter, description will be made with reference to the drawings.
Reference numerals 511 to 51n denote transmitters which constantly transmit unique tone frequencies T1, T2, and Tn with a carrier having a weak output frequency f1 attached to the cargo, and a tone generation circuit 511b to generate unique tone frequencies T1 to Tn. There are provided transmission circuits 511a to 51na for modulating 51nb and carrier frequency f1 at tone frequencies T1 to Tn and transmitting the modulated signals. The transmittable area can be adjusted by the outputs of the transmitters 511 to 51n and the sensitivity of the receiver, but is usually limited to the inside or near the vehicle. Reference numeral 52 denotes a receiver installed in the vehicle, which receives signals from the transmitters 511 to 51n, and intermediates a carrier having a unique frequency f1 transmitted from the transmitters 511 to 51n by mixing with a frequency from a local oscillator. A receiving circuit 52a that converts the frequency to frequency and detects the amplitude level of the tone detected by the receiving circuit 52a, converts this to a voltage value, and compares it with a predetermined reference level to determine the level of the tone. It is composed of tone detection circuits 52b1-52bn. Note that the receiver 52 receives the carrier frequency f1 of the transmitters 511 to 51n correspondingly, and each of the tone detection circuits 52b1 to 52bn can detect the tone frequencies T1 to Tn of the corresponding transmitters 511 to 51n. I have. That is, the cargo number, the transmitter number, the tone frequency, and the tone detection circuit correspond in series. Reference numeral 15 denotes a monitoring unit.
[0040]
Next, the operation principle of the cargo management system will be described. The receiving circuit 52a of the receiver 52 receives the carrier frequency f1 from the transmitter 511. In the tone detection circuits 52b1 to 52bn, the comparator outputs H when the signal level of the tone is higher than a predetermined reference level, and outputs L when the signal level is lower than the reference level. Each output of the tone detection circuits 52b1 to 52bn is sent to the monitoring unit 15. Then, as shown in steps S3, S4, S5, S7, S8, S11, S12, and S13 of FIG. 2, each tone output is checked and monitored. In this case, a plurality of monitoring units 15 may be provided corresponding to the respective outputs of the tone detection circuits 52b1 to 52bn, or a single monitoring unit 15 may obtain the logical product of the respective outputs and input them. .
[0041]
According to this embodiment, the microcomputer determines whether or not the instruction for the load and the reception state of the transmission signal from the load are appropriate and, if inappropriate, automatically displays the corresponding load number on the display, Since the buzzer is activated, the crew can easily manage to forget to load, lose, or unload a plurality of loads. Further, since a unique tone frequency is used, detection accuracy is improved without a risk of malfunction due to external noise.
[0042]
FIG. 7 is a system configuration diagram for explaining the principle of the cargo management system according to the sixth embodiment of the present invention. Hereinafter, description will be made with reference to the drawings.
Reference numerals 611 to 61n denote transmitters which constantly transmit the unique tone frequencies T1, T2, and Tn with a carrier having a weak output frequency f1 attached to the cargo, and a tone generation circuit 611b to generate the unique tone frequencies T1 to Tn. 61 nb and transmission circuits 611 a to 61 na for modulating the carrier frequency f1 with the tone frequencies T1 to Tn and transmitting the modulated signals. The transmittable area can be adjusted by the outputs of the transmitters 611 to 61n and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or in the vicinity of the vehicle. Reference numeral 62 denotes a receiver installed in the vehicle, which receives signals from the transmitters 611 to 61n, and intermediates a carrier having a unique frequency f1 transmitted from the transmitters 611 to 61n by mixing with a frequency from a local oscillator. A receiving circuit 62a that converts the frequency and detects the amplitude, and averages the amplitude level of the tone detected by the receiving circuit 62a, converts this to a voltage value, and compares it with a predetermined reference level to determine the level of the tone. The tone detection circuit 62b includes a detection frequency setting circuit 62c that changes a detection frequency for the tone detection circuit 62b.
[0043]
Next, the operation principle of the cargo management system will be described. The CPU 15e of the monitoring unit instructs the detection frequency setting circuit 62c to change the tone frequency so that the tone frequency T1 from the transmitter 612 can be received. The detection frequency setting circuit 62c causes the tone detection circuit 62b to change the tone frequency so that the tone frequency T1 of the carrier frequency f1 from the transmitter 611 can be received. When the load is in the vehicle (luggage compartment), the tone detection circuit 62b detects that the tone frequency T1 of the transmitter 611 is equal to or higher than the reference level, and outputs H, and outputs L if it cannot be detected. Subsequently, the CPU 15e of the monitoring unit instructs the detection frequency setting circuit 62c to change the tone frequency so that the tone frequency T2 from the transmitter 612 can be received. As a result, the tone detection circuit 62b detects whether the carrier (tone frequency T2) of the transmitter 612 is equal to or higher than the reference level and outputs a corresponding output. Hereinafter, similarly, the reception frequencies of the signals from all the transmitters are determined by sequentially changing the tone frequencies to be received. Then, the above operation is repeated and the reception is always determined. Since the receiving processes of all the transmitters 611 to 61n are sequentially performed, the outputs from the transmitters 611 to 61n are sequentially sent to the monitoring unit 15 in a time-division manner. The microcomputer 15e of the monitoring unit 15 can determine which transmitter is the data from, by taking timing with the detection frequency setting circuit 62c or by using a specific tone frequency. Further, since one cycle is very short, the delay in detecting the abnormality can be almost ignored. The above check processing corresponds to steps S3, S4, S5, S7, S8, S11, S12, and S13 in FIG.
[0044]
According to this embodiment, the microcomputer determines whether or not the instruction for the load and the reception state of the transmission signal from the load are appropriate and, if inappropriate, automatically displays the corresponding load number on the display, Since the buzzer is activated, the crew can easily manage to forget to load, lose, or unload a plurality of loads. In addition, signals from a plurality of transmitters can be received by switching the tone frequency with one receiver, so that the receiving facility is inexpensive.
[0045]
8A and 8B are configuration diagrams for explaining the principle of the cargo management system according to the seventh embodiment of the present invention. FIG. 8A is a system configuration diagram, and FIG. 8B is an example of a data generation circuit unit on the transmitter side. FIG. 3C is a diagram illustrating an example of a data detection circuit unit on the receiver side, and FIG. 3D is a diagram illustrating an example of transmission / reception data. Hereinafter, description will be made with reference to the drawings.
Reference numeral 71 denotes a transmitter attached to a load and constantly transmitting MSK-modulated data (code) with a carrier having a unique frequency f1 having a weak output, and includes a data generation circuit 71b and a transmission circuit 71a. This data corresponds to the contents as shown in FIG. The transmittable area can be adjusted by the output of the transmitter 71 and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or in the vicinity of the vehicle. Numeral 72 is a receiver installed in the vehicle, which receives a carrier (frequency f1) from the transmitter 71 and detects it, and a data detection circuit 72b which detects MSK modulated data separated by detection. It consists of. Reference numeral 15 denotes a monitoring unit.
[0046]
Next, the operation principle of the cargo management system will be described. On the transmitter 71 side, the data unique to the transmitter 71 is read out from the data register 71ba, and the digitized pulse is shifted one bit at a time by the shift register 71bb and sent to the MSK modem 71bc to apply MSK modulation to the transmission circuit. The data is transmitted to the receiver 72 via the communication device 71a. On the other hand, on the receiver 72 side, when the cargo is in the vehicle (luggage compartment), it is received and detected by the receiving circuit 72a of the receiver 72, and converted into data by the MSK modem 72bc. Then, the pulse digitized by the shift register 72bb is shifted one bit at a time. Then, the data (load number) received by the data comparison circuit 72bd is compared with the data stored in the data register 72ba and instructed by the monitoring unit, that is, the data (load number) shown in FIG. If the data matches, H is output, and if they do not match, L is output. This check is performed for each of the cargo numbers shown in FIG. When the load is taken out of the vehicle, the carrier wave is weak and cannot be converted to normal data. Therefore, since the data does not match in the receiver 72 data comparison circuit 72bd, L is output. Based on this, the monitoring unit performs the processing shown in FIG. Note that the CPU of the monitoring unit may perform all of the above-described comparison processing and the like.
[0047]
According to this embodiment, the microcomputer determines whether or not the instruction for the load and the reception state of the transmission signal from the load are appropriate and, if inappropriate, automatically displays the corresponding load number on the display, Since the buzzer is activated, the crew can easily manage to forget to load, lose, or unload the cargo. Further, since the data is compared, even if a carrier wave of the same frequency happens to occur, if the data is different, the data is not detected by the data comparing circuit, so that it is hardly affected by an external radio wave or the like, and the accuracy of the system is improved.
[0048]
FIG. 9 is a system configuration diagram for explaining the principle of the cargo management system according to the eighth embodiment of the present invention, and FIG. 10 is a detection output diagram of the cargo management system according to the eighth embodiment of the present invention. Hereinafter, description will be made with reference to the drawings.
Reference numeral 81 denotes a transmitter attached to the cargo and constantly transmitting a carrier having a unique frequency f1. The transmittable area can be adjusted by the output of the transmitter 81 and the sensitivity of the receiver. Reference numeral 82 denotes a receiver installed in the vehicle, receives a signal from the transmitter 81, and converts only a carrier having a unique frequency f1 transmitted from the transmitter 81 to an intermediate frequency by mixing with a frequency from a local oscillator. And a carrier detection circuit for averaging the amplitude level of the carrier detected by the reception circuit 82a, converting the amplitude level into a voltage value, and comparing the voltage value with a predetermined reference level to determine the level of the carrier wave. It comprises a sensitivity switching section 82e that switches the receiving sensitivity of the detection circuit 82b and the detection circuit 82b to three levels of large, medium, and small. Reference numeral 16 denotes a distance calculation unit that calculates an approximate distance between the transmitter (load) 81 and the receiver (for example, driver's seat) 82 based on the reception sensitivity (three levels of large, medium, and small) and the detection result.
[0049]
In the carrier detection circuit 82b, the comparator outputs H when the signal level of the carrier is equal to or higher than a preset reference level, and outputs L when the signal level is equal to or lower than the reference level. The output of the carrier detection circuit 82b is sent to the distance calculator 16.
Next, the operation principle of the cargo management system will be described. When the reception sensitivity of the sensitivity switching unit 82e is switched to a small value as shown in FIG. 10, H is output from the detection circuit 82b only when the transmitter 81 is very close to the receiver 82 (for example, in a luggage compartment). Further, when the receiving sensitivity of the sensitivity switching unit 82e is switched to a large value, H is output from the detection circuit 82b even at a position where the transmitter 81 is far away from the receiver 82 (for example, when the vehicle is unloaded from the vehicle). In this way, by switching the receiving sensitivity of the receiver 82, the approximate distance between the transmitter 81 (load) and the receiver 82 (cab) can be estimated. It is necessary to check the relationship between the receiving sensitivity and the receivable distance (H is output) in advance.
[0050]
In this example, the carrier frequency f1 is used as the detection signal, and the carrier detection circuit is used as the detection circuit. However, the tone frequency T1 may be used as the detection signal, and the tone detection circuit may be used as the detection circuit. It is also possible to use a plurality of transmitters (different tone frequencies) to manage the status of a plurality of loads. Further, multiple codes may be used to manage and identify many shipments.
[0051]
According to the present embodiment, by switching the receiving sensitivity of the receiver, it is possible to obtain a rough idea of where the cargo is located and to effectively manage the cargo at the delivery place.
FIG. 11 is a system configuration diagram for explaining the principle of the cargo management system according to the ninth embodiment of the present invention, and FIG. 12 is a diagram showing a transmission output and a detection output of the cargo management system according to the ninth embodiment of the present invention. (A) is a transmission output waveform diagram, and (b) is a detection output diagram. Hereinafter, description will be made with reference to the drawings.
[0052]
Reference numeral 91 denotes a transmitter which constantly transmits a carrier having a unique frequency f1 attached to the cargo, and the output transmitted from the transmission circuit 91a is periodically changed by the output switching unit 91f into four stages of V1 to V4. Reference numeral 92 denotes a receiver installed in the vehicle, which receives a signal from the transmitter 91 and converts only a carrier having a unique frequency f1 transmitted from the transmitter 91 into an intermediate frequency by mixing with a frequency from a local oscillator. And a carrier detection circuit for averaging the amplitude level of the carrier detected by the reception circuit 92a, converting the amplitude level into a voltage value, and comparing it with a predetermined reference level to determine the level of the carrier wave. 92b. Reference numeral 17 denotes a distance calculation unit that calculates an approximate distance between the transmitter (load) 91 and the receiver (for example, a driver's seat) 92 based on the reception state of the receiver 92 and the detection result.
[0053]
In the carrier detection circuit 92b, the comparator outputs H when the signal level of the carrier is equal to or higher than a preset reference level, and outputs L when the signal level is equal to or lower than the reference level. The output of the carrier detection circuit 92b is sent to the distance calculation unit 17.
Next, the operation principle of the cargo management system will be described. As shown in FIG. 12 (a), the output switching unit 91f outputs the transmission output V1 between times t1 and t2, the transmission output V2 between times t2 and t3, the transmission output V3 between times t3 and t4, and the times t4 and t5. During the period from time t5 to t6, and periodically changes with the transmission output V1.
[0054]
When the receiving sensitivity of the receiver 92 is kept constant, when the transmitter 91 is very close to the receiver 92 (for example, in a luggage compartment) as shown in FIG. H and H are sequentially output. When the transmitter 91 is located far away from the receiver 92 (for example, unloaded from the vehicle), L, L, L, and H are sequentially output from the detection circuit 92b. That is, as the distance between the transmitter 91 and the receiver 92 increases, the time during which H is output decreases. As described above, by roughly switching the transmission output of the transmitter 91, the approximate distance between the transmitter 91 (load) and the receiver 92 (driver's seat) can be estimated. It is necessary to check the relationship between the transmission output and the receivable distance (H is output) in advance.
[0055]
In this example, the carrier frequency f1 is used as the detection signal, and the carrier detection circuit is used as the detection circuit. However, the tone frequency T1 may be used as the detection signal, and the tone detection circuit may be used as the detection circuit. It is also possible to use a plurality of transmitters (different tone frequencies) to manage the status of a plurality of loads.
According to this embodiment, since the output from the transmitter changes periodically, it is effective to manage the load at the delivery place since the approximate position of the load can be estimated.
[0056]
FIGS. 13A and 13B are configuration diagrams for explaining the principle of the cargo management system according to the tenth embodiment of the present invention. FIG. 13A is a system configuration diagram, and FIG. 13B is a diagram illustrating an example of transmission / reception data. Hereinafter, description will be made with reference to the drawings.
Transmitters 711 to 715 constantly transmit unique data 1 to 5 with a carrier of a weak output frequency f1 attached to the cargo, and the transmittable area is determined by the outputs of the transmitters 711 to 715 and the sensitivity of the receiver. Adjustable, but usually limited to within or near vehicle.
[0057]
The mobile station is provided in the vehicle, a receiver 721 for receiving signals from transmitters 711 to 715 attached to the load, a display 722 for displaying the status of the load, a buzzer 724 for notifying an abnormality, and data transmission to the base station. The control unit 723 performs transmission control, includes a mobile station transceiver 725 that transmits data to the base station, and receives a command from the base station, and a display 722. The receiver 721 receives the signals from the transmitters 711 to 715, and converts the carrier of the frequency f1 transmitted from the transmitters 711 to 715 into an intermediate frequency by mixing with the frequency from the local oscillator and detects the signal. 721a and a data detection circuit 721b that compares received data with data stored in advance to determine whether they match.
[0058]
The base station includes a base station transceiver 731 for transmitting commands to the mobile station and receiving data from the mobile station, and a monitoring unit 15. The monitoring unit 15 includes a keyboard for inputting a number corresponding to the load when loading and unloading the load, an input unit 15a such as a slip reading device, a display 15b for displaying an instruction to the load and a management state, and an input state. It comprises a memory 15c for storing, a buzzer 15d for notifying an abnormality, and a microcomputer 15e for judging the management state of the load from the instruction for the load and the output state of the receiver 72.
[0059]
In this example, cargo management is mainly performed on the base station side. That is, referring to the flowchart of FIG. 2, the input unit 15a of the base station instructs the CPU 15e to load the luggage (step S1). The data is stored in the memory 15c (step S2), displayed on the display 15b, and transmitted from the base station transceiver 731 to the mobile station transceiver 725. The control unit 723 of the mobile station displays the received data on the display 722. The crew performs work (loading) according to the contents of the instruction (display) on the display 722.
[0060]
The receiver 721 of the mobile station outputs a signal (H or L) corresponding to the cargo as the crew advances the work. Based on this output, the control unit 723 creates data shown in FIG. 13B, and the control unit 723 transmits this data to the base station transceiver 731 using the mobile station transceiver 725. Based on the data received by the base station transceiver 731, the CPU 15e determines whether the cargo is in a normal state by checking the data stored in step S2 (steps S4 and S5). The CPU 15e displays the determination result on the display 15b of the base station or sounds the buzzer 15d, and also sends the result to the control unit 723 of the mobile station. The control unit 723 displays the result on the display 722. The crew can determine from the display contents of the display 722 or the buzzer 724 whether there is an abnormality in the cargo. When the check is completed for all the cargoes (step S41), the display on the display 15b of the base station disappears, and the base station issues a departure instruction. The departure instruction is transmitted to the mobile station, and the crew departs in accordance with the instruction (whether or not the departure is detected by a luggage compartment opening / closing signal or the like, and the detection result is transmitted to the CPU 15e of the base station (step S6).
[0061]
During traveling, the receiver 721 of the mobile station always detects a signal from a load (transmitter) and sends the detection result (H or L) to the CPU 15e of the base station as data as shown in FIG. . If the output is H, the CPU 15e determines that the output is normal. Then, the judgment result is displayed on the display 15b, and if there is an abnormality, the buzzer 15d sounds. Further, the judgment result is sent to the control unit 723 of the mobile station and displayed on the display 722 of the mobile station, and when there is an abnormality, the buzzer 724 is sounded (steps S7 and S8). The above processing is repeated until the vehicle arrives at the point B. When the crew inputs that the vehicle has arrived at the point B, the signal is received by the CPU 15e of the base station, and it is determined that the vehicle has arrived at the point B (step S9).
[0062]
At the base station, the CPU 15e reads the number of the cargo to be removed from the memory 15c (searches for the cargo corresponding to the point B stored in step S2) and displays it on the display 15b. Further, the number of the cargo is sent to the control unit 723 of the mobile station. The control unit 723 displays (instructs) the cargo number on the display 722 (step S10). The crew performs work (unloading) according to the instruction on the display 722.
[0063]
The receiver 721 of the mobile station outputs a signal (H or L) corresponding to the cargo as the crew's work progresses. Based on this output, the control unit 723 creates data shown in FIG. 13B, and the control unit 723 transmits this data to the base station transceiver 731 using the mobile station transceiver 725. Based on the data received by the base station transceiver 731, the CPU 15e checks whether the cargo is in a normal state by comparing it with the data read in step S10 (steps S12 and S13). The result is displayed on the display 15b of the base station and sent to the control unit 723 of the mobile station. The control unit 723 displays the result on the display 722. The crew can determine from the display contents of the display 722 whether there is an abnormality in the cargo. When the check is completed for all the cargoes (step S14), the display on the display 15b of the base station disappears, so that the base station issues a new loading instruction at the point B as necessary (return to step S1). This instruction is displayed on the display 722 of the mobile station.
[0064]
According to this embodiment, the burden on the crew can be reduced because the cargo can be managed by the base station.
[0065]
【The invention's effect】
As described in detail above, according to the present invention, it is possible to eliminate a confirmation error when loading or unloading a load. In addition, the cargo can be easily managed at the delivery center, and the burden on the crew can be reduced. In addition, it is possible to recognize the loading position and the like of the load on the vehicle. Further, when the baggage leaves the vehicle due to a fall or the like, it is possible to prevent loss of the baggage by notifying the crew or the delivery center immediately.
[Brief description of the drawings]
FIG. 1 is a configuration diagram for explaining the principle of a cargo management system according to a first embodiment of the present invention, where (a) is a system configuration diagram, (b) is a detailed view of a monitoring unit, and (c) is data content. It is a figure showing an example of.
FIG. 2 is a processing flowchart performed by a microcomputer of the cargo management system according to the first embodiment of the present invention.
FIG. 3 is a system configuration diagram for explaining the principle of a cargo management system according to a second embodiment of the present invention.
FIG. 4 is a system configuration diagram for explaining the principle of a cargo management system according to a third embodiment of the present invention.
FIG. 5 is a system configuration diagram for explaining the principle of a cargo management system according to a fourth embodiment of the present invention.
FIG. 6 is a system configuration diagram for explaining the principle of a cargo management system according to a fifth embodiment of the present invention.
FIG. 7 is a system configuration diagram for explaining the principle of a cargo management system according to a sixth embodiment of the present invention.
FIG. 8 is a configuration diagram for explaining the principle of a cargo management system according to a seventh embodiment of the present invention. FIG. 8 (a) is a system configuration diagram, and FIG. 8 (b) is an example of a data generation circuit on the transmitter side. FIG. 4C is a diagram illustrating an example of a data detection circuit unit on the receiver side, and FIG. 4D is a diagram illustrating an example of transmission / reception data.
FIG. 9 is a system configuration diagram for explaining the principle of a cargo management system according to an eighth embodiment of the present invention.
FIG. 10 is a detection output diagram of the cargo management system according to the eighth embodiment of the present invention.
FIG. 11 is a system configuration diagram for explaining the principle of a cargo management system according to a ninth embodiment of the present invention.
FIGS. 12A and 12B are diagrams showing a transmission output and a detection output of the cargo management system according to the ninth embodiment of the present invention, wherein FIG. 12A is a transmission output waveform diagram, and FIG.
FIGS. 13A and 13B are diagrams for explaining the principle of the cargo management system according to the tenth embodiment of the present invention. FIG. 13A is a system configuration diagram, and FIG. 13B is a diagram illustrating an example of transmission / reception data.
[Explanation of symbols]
11 transmitter 72a data detection circuit
12 receiver 15 monitoring unit
12a: receiving circuit 16, 17: distance calculating unit
12b Carrier detection circuit 725 Mobile station transmitter
42b: tone detection circuit 731: base station transmitter

Claims (20)

A transmitter attached to the cargo and having a weak output for transmitting a specific signal, a receiver provided on the vehicle and having signal detection means for detecting a specific signal from the transmitter, and Load management means for managing the load state of the load on the vehicle, a transfer state detection means for detecting the transfer state of the load, and a determination that the load state of the load is abnormal by the load management means And a notifying means for notifying an occupant of the abnormality when the carrying state is detected by the carrying state detecting means to be in the middle of carrying the cargo. . 2. The cargo management system according to claim 1, wherein the specific signal is a carrier signal having a unique frequency, and the signal detection unit is a carrier detection unit that detects a carrier signal having the unique frequency. The specific signal is a tone signal of a unique frequency superimposed on a carrier of a unique frequency, and the signal detecting means is a tone detecting means for detecting the tone signal of the unique frequency. 1. The cargo management system according to 1. 2. The specific signal according to claim 1, wherein the specific signal is specific data superimposed on a carrier having a specific frequency, and the signal detection unit is a data detection unit that detects the received specific data. Cargo management system. A plurality of transmitters, each of which has a weak output that is attached to each of the plurality of loads and transmits a specific signal corresponding to each of the loads, and is provided in the vehicle, and outputs the specific signals from the plurality of transmitters, respectively. A receiver provided with signal detecting means for individually detecting, a load managing means for individually managing a loading state of the plurality of loads on the vehicle based on a detection result from the signal detecting means, and a transport of the plurality of loads; A transfer state detecting means for detecting a state and the load managing means determine that there is an abnormality in the loading state of the plurality of loads, and the transfer state detecting means detects that the plurality of loads are in the process of being transferred. And a notifying means for notifying the occupant of the abnormality . The said specific signal is a carrier signal of a different frequency for every transmitter, The said signal detection means is a several carrier detection means which detects the carrier signal of the different frequency individually, respectively. Cargo management system. The specific signal is a tone signal of a plurality of frequencies superimposed on a carrier of a unique frequency, and the signal detecting means is a plurality of tone detecting means for individually detecting the tone signals of the plurality of frequencies. 6. The cargo management system according to claim 5, wherein: The specific signal is a plurality of data superimposed on a carrier having a unique frequency, and the signal detecting means detects the plurality of received data and the plurality of unique data corresponding to the cargo, respectively. The cargo management system according to claim 5, wherein The specific signal is a carrier signal of a different frequency for each transmitter, the signal detecting means comprises a carrier frequency switching means for switching the reception frequency of the carrier signal corresponding to each transmitter, the carrier frequency switching means The cargo management system according to claim 6, wherein the carrier signal is detected based on the switched carrier frequency. The specific signal is a tone signal of a plurality of frequencies superimposed on a carrier of a unique frequency, the signal detecting means comprises tone frequency switching means for switching the receiving frequency of the tone signal corresponding to each transmitter, 8. The cargo management system according to claim 7, wherein said tone signal is detected based on the tone frequency switched by said tone frequency switching means. The cargo management system according to claim 1, further comprising a receiving sensitivity adjustment unit configured to adjust receiving sensitivity for receiving a specific signal from the transmitter on the receiver side. The receiver side further includes a distance calculating unit that calculates a distance between the transmitter and the receiver based on a sensitivity range of the receiving sensitivity adjusting unit and a reception state of the receiver. The cargo management system according to claim 11, characterized in that: The cargo management system according to claim 1, wherein the transmitter includes a transmission output adjustment unit that adjusts a transmission output for transmitting the specific signal. The receiver includes a distance calculation unit that calculates a distance between the transmitter and the receiver based on an output range of the transmission output adjustment unit and a reception state of the receiver. The cargo management system according to claim 13, wherein 15. The cargo management system according to claim 1, wherein the cargo management unit includes a display unit that displays a detection result from the signal detection unit. The cargo management system according to claim 1, wherein the cargo management unit includes an instruction unit that instructs management of loading of a specific one of the loads. A first transmitter which is mounted on a load and has a weak output for transmitting a specific signal, a receiver having signal detection means for detecting a specific signal from the transmitter, and a base station; A mobile station comprising: a transmitter / receiver, a notifying unit for notifying an occupant of the loading status of the cargo received by the first transceiver, and a second transceiver for communicating with the mobile station. Machine, load management means for managing the load state of the load based on the detection result from the signal detection means received by the second transceiver, and transfer state detection means for detecting the transfer state of the load. A cargo management system, comprising: a base station configured to transmit a detection result from the signal detection unit to the second transceiver; said cargo By physical means it is determined that there is an abnormality in the loading state of the load, and wherein when said load by the transport state detection means is detected as being during conveyance transmits the abnormality to the first transceiver A cargo management system characterized by the following. The base station further includes instruction means for instructing the management of the loading of a specific load from the plurality of loads, and the second transceiver transmits an instruction result by the instruction means to the first transceiver. 18. The cargo management system according to claim 17, wherein the notification unit notifies the passenger of the instruction result received by the first transceiver. 19. 19. The cargo management system according to claim 1, wherein the transmitter includes an intermittent transmission unit that outputs the specific signal intermittently at predetermined intervals. The transmitter of the cargo management system according to claim 1.

Images