JP6634550B2 - Heavy equipment stop system - Google Patents

Description

  The present invention relates to a heavy equipment stop system, and more particularly, to a heavy equipment stop system capable of stopping a heavy equipment when there is a person near the heavy equipment.

  2. Description of the Related Art Conventionally, a worker detection device for a construction machine has been known in order to ensure the safety of a worker working near the construction machine. Such a worker detecting device is disclosed in, for example, Japanese Patent Application Laid-Open No. 10-237906 (Patent Document 1).

  The worker detection device for a construction machine disclosed in Patent Document 1 has the following configuration. That is, an infrared transmitter that emits infrared light on the construction machine side, a radio wave receiver that receives a radio wave emitted from the worker side, a first control unit that controls the infrared transmitter and the radio wave receiver, An alarm device for issuing an alarm by the output of the first control unit is provided, and on the worker side, an infrared receiver for receiving infrared light, which is attached to a predetermined location, and a radio wave corresponding to the received infrared light, are provided. There is provided a radio transmitter for transmitting, and a second control unit for controlling the infrared receiver and the radio transmitter. When the construction machine and the worker are close to each other within a predetermined range, the worker's infrared receiver receives the infrared light emitted from the construction machine, transmits a radio wave from a radio wave transmitter, and transmits the radio wave to the construction machine. The radio receiver receives the signal and issues an alarm from the alarm device.

JP-A-10-237906

  The conventional worker detection device has been configured as described above. However, in the configuration of the detection device described in Patent Document 1, since the worker is detected by infrared rays, it is necessary to devise the configuration so that the infrared rays are not blocked, and the worker can be detected at an arbitrary position. There was a problem that it was not.

  The present invention has been made in view of the above-described problems, and when an operator or the like is present near a heavy machine, it is possible to stop the heavy machine such as a load roller and secure the safety of the worker. An object of the present invention is to provide a suspension system for heavy equipment.

  The heavy equipment stopping system according to the present invention ensures the safety of workers working near the heavy equipment. The worker has an ID tag that outputs a predetermined ID in response to a trigger signal output from the heavy equipment. The heavy equipment includes a trigger signal output unit that outputs a predetermined trigger signal only in a region near the rear portion, a reception unit that receives the ID number output by the ID tag, and a reception unit that receives the ID number when the reception unit receives the ID number. Stopping means for stopping the operation.

  Preferably, the rear part of the heavy equipment has a plurality of ends spaced apart from each other, and the plurality of ends is provided with a trigger antenna for outputting a trigger signal each having a different ID, and the ID tag is provided with a trigger signal. And outputs its own ID together with the ID of the own.

  The stopping means may stop the operation of the heavy equipment when the ID tags receive the IDs of the plurality of different trigger signals.

  A plurality of ends are provided with a first trigger antenna that outputs a first trigger signal having a first signal strength, and a second trigger antenna that outputs a second trigger signal that cancels the first signal. Is also good.

  Only the vicinity of the heavy machine in the reverse direction, which is a blind spot of the operator of the heavy machine, can be detected, and when an operator or the like is at that position during the reverse movement, the heavy machine is reliably stopped.

  As a result, it is possible to provide a heavy equipment stop system capable of stopping a heavy equipment such as a tire roller when an operator or the like exists near the reverse direction of the heavy equipment.

1 is a schematic side view of a tire roller equipped with a heavy equipment stopping system according to an embodiment of the present invention. It is a top view of a tire roller. It is a block diagram of an operation unit. FIG. 3 is a schematic diagram illustrating a reaching range of a trigger signal output from a trigger antenna provided at a rear portion of the tire roller according to the first embodiment. 5 is a flowchart illustrating a main process performed by a control unit of the operation unit. It is a flowchart which shows a detection area setting process. It is a flowchart which shows a driver tag registration process. It is a flowchart which shows a guidance member tag registration process. It is a flowchart which shows alarm operation confirmation processing. It is a flowchart which shows a brake operation confirmation process. It is a flowchart which shows operation start processing. It is a flowchart which shows a reset waiting process. It is a flowchart which shows operation | movement of the backward progress alerting in 1st Embodiment. FIG. 11 is a diagram illustrating a state where a detection region is separated using two trigger signals described in Japanese Patent No. 5512906. FIG. 14 is a schematic diagram illustrating a reaching range of a trigger signal output from a trigger antenna provided at a rear portion of a tire roller according to the second embodiment. It is a flowchart which shows operation | movement of the backward progress alerting in 2nd Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a side view of a tire roller as an example of a heavy equipment equipped with a heavy equipment stopping system according to one embodiment of the present invention.

  Referring to FIG. 1, tire roller 10 includes a main body 11 having a driver's seat 12 operated by an operator 20 and rollers 14 a and 14 b provided at a lower portion of the main body, and driver's seat 12 is covered with roof 13. ing. The worker 41 holding the ID tag is working around the tire roller 10, and the heavy equipment stopping system detects the worker 41.

  FIG. 2 is a schematic view of the tire roller shown in FIG. 1 as viewed from above. Referring to FIG. 2, tire roller 10 has a rectangular shape in a plan view, and at both end portions on its rear side, trigger antennas 34 a and 34 b for outputting a predetermined trigger signal are provided around the rear end, and stop device 30 is provided. including. Note that, near the trigger antennas 34a and 34b, monitor tags 39b and 39a for monitoring the strength of the trigger signal output from the trigger antennas 34a and 34b are provided.

  This trigger signal has an individual trigger ID, and activates the ID tag 40 of the worker 41 within the reach thereof. The activated ID tag 40 outputs its ID number, which is detected by the stop system (stop means) 30.

  The stopping device 30 includes a control unit 31, which issues an alarm when the control unit 31 detects the approach of the ID tag 40 and stops the tire roller 10. This may in particular be detected only when traveling backwards.

  In addition, the heavy equipment mentioned here includes not only the tire roller 10 but also all types of power machinery that can be moved before and after being used for civil engineering, such as forklifts and wheel loaders, and construction works.

  Next, the configuration of the stopping device 30 will be described. FIG. 3 is a block diagram illustrating the configuration of the stopping device 30. Referring to FIG. 3, stop device 30 is connected to control unit 31 that controls stop device 30 as a whole, to receiving unit 32 connected to control unit 31 and connected to receiving antenna 37, and to trigger antennas 34a and 34b. Trigger output section (trigger signal output means) 33, braking device 35, and alarm device 36. The control unit 31 can communicate with a separately provided tablet terminal 38. Further, left and right end monitor tags 39a and 39b for detecting a trigger signal are provided.

  Next, a method of setting a region covering the rear portion of the tire roller 10 as a trigger region will be described. FIG. 4 is a schematic diagram illustrating two trigger antennas 34a and 34b provided at a rear portion of the tire roller 10 and a reaching range of a trigger signal output from the trigger antennas 34a and 34b. In the drawings, the tire roller 10 is indicated by a rectangle, and its traveling direction is indicated by an arrow.

  As shown in FIG. 4, the output intensity of the trigger signal is set so that the outputs from the respective trigger antennas 34a and 34b are equal so that the rear of the tire roller 10 is uniformly covered in the right and left directions. The output intensity is monitored by monitoring the left and right monitor tag tags 39a and 39b provided near the trigger antennas 34a and 34b, respectively.

  That is, it is determined whether the output of the trigger signal from the left trigger antenna 34b can be detected by the right monitor tag 29b, and whether the output of the trigger signal from the right trigger antenna 34a can be detected by the left monitor tag 29a. Judge. For this purpose, the output of the trigger signal is adjusted by first setting the output from the left and right trigger antennas 34a and 34b to the maximum and then sequentially decreasing the output.

  The setting of each strength may be performed using a touch panel included in the stopping device 30 and displayed on the tablet terminal 38 having a display. This setting method will be described later.

  When set as shown in FIG. 4, the trigger signal output from the trigger antenna 34a has ID1 as a trigger ID, and the trigger signal output from the trigger antenna 34b has trigger ID2. When there is an operator having an ID tag in the range 23b covered by the trigger signal having the trigger ID1, the own ID is output in response to the trigger signal. The same applies to trigger ID2. The range covered by the trigger signal having the trigger ID 2 is indicated by 23a.

  In this case, the two trigger antennas 34a and 34b cover a wide range in both width directions and the rear of the tire roller 10.

  Next, the operation of the control unit 31 that controls the stop device 30 will be described. FIG. 5 is a flowchart showing the operation of the control unit 31. Referring to FIG. 5, when starting the operation (step S11, hereinafter, steps are omitted), control unit 31 sets a detection area (S12), registers a driver tag (S13), and sets a guide tag. Is registered (S14), the alarm operation is confirmed (S15), the braking operation is confirmed (S16), the reverse test is performed (S17), and the operation is started (S18). If an error occurs in each of the above-described steps, the process returns to the start (S11) via a reset standby process (S19).

  Next, each of the above steps will be described. FIG. 6 is a flowchart showing the detection area setting operation shown in S12 in FIG.

  Referring to FIGS. 6 and 3, first, the trigger output unit 33 sets the maximum range of the left area by the left trigger antenna 34b (S121), and checks the operation of the right end monitor tag 39b (S122). If the operation check of the right end monitor tag 39b is normal (YES in S122), a second right end tag operation check is performed (S123). This time, the output intensity is reduced by one step, and the area 23a covered by the trigger signal is reduced. This operation is repeated (S123 to S124) to set the maximum area where the right end monitor tag 39b is covered by the trigger signal ID1 (S125 to S126).

  Next, the same processing is performed for the right area, and the maximum area where the left end monitor tag 39a is covered by the trigger signal ID2 is set (S123 to S130).

If the operation of the right end tag 39b cannot be confirmed in S122, a "monitor tag error" is displayed on the tablet terminal 38, and the process proceeds to the reset standby process (S132, S19).
The same applies when the operation of the left end tag 39a cannot be confirmed (NO in S127, S133).

  When the process proceeds to S130, "normal startup completed" is displayed on the tablet terminal 38 (S131).

  FIG. 7 is a flowchart showing the driver tag registration operation shown in S13 in FIG. Referring to FIG. 7, the detected tag is displayed (S135), a driver tag is selected (S136), and the selected tag is recorded (S137).

  FIG. 8 is a flowchart showing the guidance member tag registration operation shown in S14 in FIG. Referring to FIG. 7, the detected tag is displayed (S141), a guide member tag is selected (S142), and the selected tag is recorded (S143).

  FIG. 9 is a flowchart showing the alarm operation confirmation processing shown in S15 in FIG. Referring to FIG. 9, an alarm is generated (S151). If the alarm operation check is OK (YES in S151), the process proceeds to S16 in FIG. If the alarm operation check is not OK (NO in S151), an alarm error is displayed on the tablet (S153), and the process proceeds to S19 in FIG.

  FIG. 10 is a flowchart showing the braking operation confirmation operation shown in S16 in FIG. Referring to FIG. 10, braking is generated (S161), the braking operation is confirmed (S162), and if the braking operation is confirmed (YES in S162), the process proceeds to S17.

  If the braking operation cannot be confirmed in S162 (NO in S162), a “braking error” is displayed on the tablet terminal 38 (S163), and the process proceeds to S19.

  Next, the reverse test at S17 will be described. In the reverse test at S17, a test is performed to determine whether or not the left and right monitor tags 39a and 39b are detected when the operator 20 engages the reverse gear of the tire roller 10. If this test is successful, the operation proceeds to the operation start processing in S18.

  The specific contents of the operation start processing in S18 will be described later. When the operation start process in S18 ends, that is, the operation ends, and the system shuts down. Next, a restart is performed, and in FIG. 5, the process proceeds to the reset waiting process shown in S19. FIG. 12 is a flowchart showing the reset waiting process. Referring to FIG. 12, in the reset standby process, it is determined whether or not a reset button (not shown) of tablet terminal 38 has been pressed (S191). If the reset button has been pressed (YES in S191), the process proceeds to startup (S11). Transition. If there is no press (NO in S191), the process waits for the reset to be pressed.

  Next, the operation start processing shown in S18 in FIG. 5 will be described. FIG. 11 is a flowchart showing the operation performed in this processing. Referring to FIG. 11, at the start of operation, it is determined whether or not the vehicle is moving backward (S181). If the vehicle is moving backward (YES in S181), a trigger signal is generated and the monitor tags 39a and 39b are counted up. Performed (S182). Next, a backward progress warning process is performed (S183), and this process is continued during backward travel (S184).

  If the vehicle is not moving backward in S184 (NO in S184), the process returns to S181.

  Next, the specific processing content of the reverse progress warning processing in S183 will be described. Here, as described with reference to FIG. 4, trigger signals having respective ID numbers are alternately output from the trigger antennas 34a and 34b at regular intervals, and the worker's ID tag 40 is placed at a position where the two trigger IDs overlap. It is determined whether or not exists.

  In the case shown in FIG. 4, not only the backward direction of the tire roller 10 but also a wide range is covered by the two trigger antennas 34a and 34b. In this embodiment, in order to detect only the backward direction of the tire roller 10 (only the hatched portion in FIG. 4, but also the rear portion of the main body of the tire roller here), ID1 is used as a trigger signal. The trigger signal output from the trigger antenna 21a having ID2 and the trigger signal output from the trigger antenna 21b having ID2 as the trigger signal are alternately performed, and only the ID tag 40 receiving the two signals is activated, and the ID tag is activated. Receive the ID from 40. Then, an alarm is issued only in this case, and the tire roller 10 is stopped.

  In this case, a method of activating only the ID tag 40 receiving the two signals will be described.

  FIG. 13 shows the processing in this case. Referring to FIG. 13, in this case, first, data of ID information is received (S1821). If data can be received in S1821 (YES in 1821), it is determined whether the monitor tag is from the left end or from the right end (S1822). If the monitor tag is from the left end (YES in S1824), the left end tag counter is reset (S1825). If the monitor tag is from the right end tag (NO in S1824), the right end tag counter is reset ( (S1826), it is determined whether or not both monitor tags on both the left and right sides have been reset (S1827), the tag counter is reset (S1828), and the process proceeds to S183.

  If it is not from the left and right monitor tags (NO in S1822), it is determined whether or not it is in an alarm stop area (S1823), and it is determined whether or not an ID tag is registered (S1829). If it is registered (YES in S1829), it is determined whether or not it is a driver tag (S1831). If it is a driver tag, the process proceeds to S183.

  If it is not the alarm stop area in S1823 (NO in S1823), it is ignored because it is presumed to be a false signal or a signal of another system, and the process proceeds to S183.

  If it is not the driver tag in S1831 (NO in S1831), it is determined whether or not the guidance flag is ON (S1832). If the guidance flag is ON (YES in S1832), it is determined whether or not the guidance tag is present. A determination is made (S1833). If it is a guide member tag (YES in S1833), the flow proceeds to S183.

  If the guiding flag is not ON in S1832 (NO in S1832) or is not a guiding member tag (NO in S1833), it is determined whether or not there is a tag ID of the ID tag 40 detected within the predetermined time T seconds. (S1830).

  Here, it is determined whether or not the detection is performed within the predetermined time T seconds. In this embodiment, the trigger signal for the area of ID1 and the area of ID2 are alternately output. Even if the worker having the tag 40 receives the trigger signals of the area of ID1 and the area of ID2 alternately, the trigger signal is not limited to the backward direction of the tire roller 10 and the tire roller 10 is moved from the area on the left side in the traveling direction of the tire roller 10. There is also a possibility that an alarm will be issued when passing to the right after passing in front of 10. Therefore, in this embodiment, in order to eliminate such a case, it is determined whether or not the detection is performed within a predetermined time T seconds.

  If there is an ID tag 40 in S1830 (S1830 YES), it is determined whether or not the area is a different alarm / stop area (S1834).

  If it is a different alarm / stop area in S1834 (YES in S1834), an alarm is generated, a braking operation is performed (S1835), and a reset standby is performed (S1836).

  That is, in this embodiment, since the worker's ID tag 40 is detected within a fixed time T seconds and a warning is issued only when the detection location has a different trigger ID, as described above, the tire roller An alarm can be generated by detecting only the worker located behind the apparatus 10.

  If no ID tag is detected in S1830 (NO in S1830) or if the area is not a different alarm / stop area (NO in S1834), it is overwritten and stored in the memory (S1837), and the process proceeds to S183.

  Next, a description will be given of a different embodiment of the reverse progress warning process in S182. In this embodiment, a trigger signal generator as described in Japanese Patent No. 5512906 is used for setting the detection area of the worker.

  FIG. 14 is a diagram showing a state where the detection areas are separated by using two trigger signals, which is described as FIG. 17 of Japanese Patent No. 5512906. As shown in FIGS. 14 (A) and 14 (B), only the trigger signal of one side is output to the mounting position of the two trigger antennas, and the trigger signal which cannot detect the other side is output.

  Here, in order to output only the trigger signal on one side, a trigger signal having the first signal intensity is output on one side, and the first signal intensity is output on the other side so that the other side cannot be detected. A second trigger signal to be canceled is output.

  By providing the trigger coil in this way, as shown in FIG. 15, two detection areas (ID1 (portion indicated by oblique lines rising rightward in the figure) and no ID) centering on the installation position of the trigger antenna 21a are arranged as shown in FIG. Divided into Similarly, the Y-axis direction is divided into two detection areas (ID2 (the portion shown by oblique lines rising to the left in the figure) and no ID) centering on the installation position of the trigger antenna 21b.

  As a result, only areas having ID1 and ID2 as areas can be detected, and only a region having a rectangular width behind the tire roller 10 (a portion indicated by oblique lines on the left and right in the figure) can be detected.

  FIG. 16 shows the processing in this case. Referring to FIG. 16, in this case, data is first received (S1851). If the data can be received in S1851 (YES in 1851), it is determined whether the data is from the leftmost or rightmost monitor tag (S1852). If it is from the leftmost monitor tag (YES in S1854), the leftmost tag counter is reset (S1855). If it is from the rightmost monitor tag (NO in S1854), the rightmost tag counter is reset (S1856). It is determined whether both the left and right monitor tags have been reset (S1857), the tag counter is reset (S1858), and the flow proceeds to S183.

  If data cannot be received in S1851 (NO in S1851), it is determined whether the monitor tag counter is over (S1871). The counting up of the monitor tag counter is performed in S182 of FIG.

  If the monitor tag counter is over (YES in S1871), a monitor tag error is displayed on the tablet terminal 38, and the process waits for reset (S1872, S1873). If the monitor tag counter is not over (NO in S1871), the flow proceeds to S183.

  If the tag is not from either the left or right monitor tag in S1852 (NO in S1852), it is determined whether or not it is in an alarm stop area (S1853), and it is determined whether or not an ID tag is registered (S1859). If registered (YES in S1859), it is determined whether or not the tag is a driver tag (S1862). If it is a driver tag (YES in S1862), the process proceeds to S183.

  If it is not the driver tag in S1862 (NO in S1862), it is determined whether or not the guidance flag is ON (S1863). If the guidance flag is ON (YES in S1863), it is determined whether or not the guidance tag is present. A determination is made (S1864). If it is a guide member tag (YES in S1864), the flow proceeds to S183.

  If it is not a registered tag in S1859 (NO in S1859), the guiding flag is not ON in S1863 (NO in S1863), or if it is not a guiding member tag in S1864 (NO in S1864), an alarm is generated and the braking operation is performed Perform (S1860) and wait for reset (S1861).

  The embodiments of the present invention have been described with reference to the drawings. However, the present invention is not limited to the illustrated embodiments. Various modifications and variations can be made to the illustrated embodiment within the same range as the present invention or within an equivalent range.

  Reference Signs List 10 tire roller, 11 main body, 12 driver's seat, 13 roof, 14a, 14b roller, 20 operator, 34a, 34b trigger antenna, 30 stop system, 31 control unit, 32 receiving unit, 33 trigger output unit, 35 braking device, 36 Alarm device, 37 receiving antenna, 38 tablet terminal, 39a, 39b monitor tag, 41 workers.

Claims (2)

A heavy equipment stop system for ensuring the safety of workers working near the heavy equipment,
The worker has an ID tag that outputs a predetermined ID in response to the trigger signal output from the heavy equipment,
The heavy equipment is
Trigger signal output means for outputting a predetermined trigger signal only to the region near the rear of the heavy equipment,
A receiving unit that receives the ID number output by the ID tag;
Stop means for stopping the operation of the heavy equipment when the receiving unit receives the ID number ,
The rear of the heavy equipment has a plurality of spaced apart ends,
A trigger antenna that outputs a trigger signal each having a different ID is provided at the plurality of ends,
The ID tag outputs its own ID together with the ID of the trigger signal,
The heavy equipment stopping system, wherein the stopping means stops the operation of the heavy equipment when the ID tag receives IDs of a plurality of different trigger signals . The plurality of ends include a first trigger antenna that outputs a first trigger signal having a first signal strength, and a second trigger antenna that outputs a second trigger signal that cancels the first signal strength. The heavy equipment stopping system according to claim 1, which is provided.

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