TW202342353A - Unloading device, unloading device control method, unloading device control program, and control system - Google Patents

Abstract

According to the present invention, a landing device comprises: a target distance setting unit that sets a target distance D0 along a normal direction from a wall W of a cargo hold 201; and a take-out device controller that drives a landing unit 9, which takes out cargo in the cargo hold 201, along the normal direction of the wall W such that a distance D(t) from the landing unit 9 to the wall W is close to the target distance D0. The take-out device controller maintains the landing unit 9 in a target distance maintenance section while driving the landing unit 9 in the normal direction of the wall W at a speed no greater than a predetermined upper limit speed, the target distance maintenance section sandwiching the position of the target distance D0 from both sides along the normal direction of the wall W. The take-out device controller provides a distance-dependent speed section in which the larger an absolute value of a differential [Delta]D between the distance D(t) from the landing unit 9 to the wall W and the target distance D0, the greater the speed of the landing unit 9 in the normal direction of the wall W.

Description

Unloading device, control method of unloading device, control program and control system of unloading device

The present invention relates to an unloading device for unloading cargo on a ship.

As an unloading device for unloading cargo on a ship, there is known an unloading device for unloading cargo loaded on a ship onto land. In this type of unloading device, the device that loads and unloads bulk cargo or bulk cargo such as coal or iron ore is also called an unloader. In addition, in the sense of continuously loading and unloading bulk cargo loaded on the ship, it is sometimes called a continuous unloader or a continuous ship unloader (Continuous Ship Unloader). In this specification, the expression CSU is sometimes used as its abbreviation.

Patent Document 1 discloses a technology for safely retracting the CSU from the ship wall if a large rolling motion of the ship is detected during automatic operation of the CSU. [Prior technical literature] [Patent Document]

[Patent Document 1] Japanese Patent Application Publication No. 11-171348

[Problem to be solved by the invention]

In Patent Document 1, regardless of the position of the CSU (scooping unit) in the cabin, if significant rocking of the ship is detected, the CSU's retraction process from the ship wall is executed. Even when the CSU is far enough away without fear of collision with the ship wall, unnecessary retraction processing is performed, thereby deteriorating the efficiency of unloading cargo based on the CSU.

The present invention was made in view of this situation, and an object of the present invention is to provide an unloading device that can achieve both efficient unloading of cargo and safe evacuation from the ship bulkhead even when the unloading device is close to the ship bulkhead. [Technical means to solve problems]

In order to solve the above problem, an unloading device according to one aspect of the present invention includes: a target distance setting unit that sets a target distance in the normal direction from the wall of the cabin; and an unloading device control unit that allows the cargo to be unloaded from the cabin. The unloading device is driven in the normal direction so that the distance between the unloading device and the wall approaches the target distance.

In this aspect, the unloading device is controlled so that the distance between the unloading device and the ship's bulkhead approaches the target distance. Therefore, it is possible to prevent the unloading device from getting closer to the wall of the cabin than the target distance, thereby efficiently unloading the cargo. Assuming that the removal device is closer to the cabin wall than the target distance, it can still be safely evacuated.

Another aspect of the present invention is a method for controlling an unloading device. The method includes: a target distance setting step to set a target distance along the normal direction from the wall of the cabin; and an unloading device control step to make the distance between the unloading device for unloading cargo in the cabin and the wall close to the target distance. The unloading device is driven in the normal direction.

Another aspect of the present invention is a control system. This control system includes: a target distance setting unit that sets a target distance in the normal direction from the wall of the cabin; and an unloading device control unit that makes the distance between the unloading device for unloading cargo in the cabin and the wall close to the target distance. The unloading device is driven in the normal direction.

In addition, any combination of the above constituent elements or a conversion of the expression of the present invention into methods, devices, systems, recording media, computer programs, etc. are also effective as aspects of the present invention. [Effects of the invention]

According to the present invention, even when the unloading device is close to the ship's bulkhead, it is still possible to achieve both high-efficiency unloading of the cargo and safe escape from the ship's bulkhead.

Hereinafter, the mode for carrying out the present invention will be described in detail with reference to the drawings. In the description or drawings, the same or equivalent components, members, and processes are denoted by the same symbols, and repeated descriptions are omitted. The scale and shape of each part shown in the drawings are appropriately set for ease of explanation, and are not to be interpreted in a restrictive manner unless otherwise specified. The embodiments are illustrative and do not limit the scope of the present invention in any way. All features described in the embodiments and their combinations are not necessarily essential features of the invention.

FIG. 1 shows the overall structure of an unloading device 1 as an unloading device according to an embodiment of the present invention. The unloading device 1 is a continuous unloader or a continuous unloader for ships that unloads the bulk cargo M as cargo or ship cargo loaded on the ship 200 onto the land. Hereinafter, the unloading device 1 will also be described as CSU1. The CSU 1 continuously carries out the bulk cargo M stored in the hold 201 of the ship 200 docked at the quay 101 of the pier 102 such as a harbor to the land. Examples of the bulk cargo M include coal, coke, ore, and the like. CSU1 is operated by an operator installed in the main operating room 16 of its main body. The operation room for operating CSU1 can be set up in other places in CSU1, or in any place on land outside CSU1.

The dock 102 where the ship 200 docks constitutes land for unloading the bulk cargo M, and is made of high-strength materials such as reinforced concrete. As shown in the perspective view of FIG. 2 , a pair of parallel rails 3 is provided in the pier 102 . The pair of parallel rails 3 serve as a longitudinal direction along the length of the ship 200 moored at the quay wall 101 (similar to the paper surface of FIG. 1 vertical direction) line. The rail 3 constitutes a track that allows the traveling unit 2 of the moving unit of the CSU 1 to move or travel. The rail 3 enables the CSU1 to move relative to the berthed ship 200 . As shown in Figure 2, the installation direction of the rail 3 is preferably consistent with the length direction of the berthed ship 200 or the shore wall 101, but it can also be set in any other direction. Furthermore, the rail 3 may include a curved portion or a bent portion. When unloading from the ship 200 , the CSU 1 moves on the rail 3 to a position close to the opening 21 of the cabin 201 to be unloaded. Thereafter, the traveling part 2, the revolving frame 5 (revolving part), and the unloading part 9 (unloading part or unloading device) are driven to unload the bulk cargo M from the cabin 201.

In the dock 102, a belt conveyor 45 as a conveyor that conveys the unloaded bulk cargo M in a certain direction is provided between a pair of rails 3. As shown in FIG. 2 , the installation direction of the belt conveyor 45 , that is, the transportation direction, is preferably consistent with the installation direction of the rail 3 , but it can also be in any other direction. In addition, the belt conveyor 45 may include a curved portion or a curved portion. The belt conveyor 45 must be installed between a pair of rails 3 in a place where the bulk cargo M unloaded from the CSU 1 is received. However, in other places, the belt conveyor 45 may be installed outside the pair of rails 3 .

The CSU 1 is provided with: the traveling part 2 as a moving part movable relative to the ship 200; the revolving frame 5 as a revolving part capable of revolving relative to the traveling part 2; and the unloading part 9 provided on the front end side of the revolving frame 5 as a The unloading part or unloading device for unloading bulk cargo M. The swing frame 5 is supported on the traveling part 2 so as to be swingable around a swing axis in the vertical direction (the up-and-down direction in FIG. 1 ). The swing frame 5 is provided with a boom 7 extending transversely across the swing axis, and the front end thereof supports a bucket elevator constituting the main part of the unloading portion 9 .

The unloading portion 9 is independent of the undulation angle of the boom 7 (the rotation angle around the undulation axis perpendicular to the paper surface of Figure 1) due to the parallel link mechanism formed between the revolving frame 5, the boom 7, and the parallel link 8. Maintain a vertical position. Furthermore, a balance weight 13 is provided at the rear end portion of the revolving frame 5 on the opposite side to the front end portion of the boom 7 . The balance weight 13 is connected to the front end of the boom 7 via the balance rod 12 . Due to the action of the balance weight 13, the unloading portion 9 becomes substantially unloaded, thereby achieving a stable load balance. In addition, below, the main structures constituting the revolving part such as the revolving frame 5, the boom 7, the balance bar 12, the balance weight 13, etc. may be collectively referred to as the main body part.

In order to adjust the undulating angle of the boom 7, a cylinder 15 is provided. When the cylinder 15 is at the reference length, the undulation angle is 0°, that is, the boom 7 is parallel or horizontal to the ground (left and right direction in Figure 1). When the cylinder 15 is lengthened beyond the reference length, the front end portion of the boom 7 rises and a positive undulating angle is generated. When the cylinder 15 is shortened from the reference length, the front end portion of the boom 7 descends and a negative heave angle is generated. Regarding the unloading portion 9 supported by the front end of the boom 7, if the rise and fall angle of the boom 7 becomes larger, it rises while maintaining the vertical posture. If the rise and fall angle of the boom 7 becomes smaller, it rises while maintaining the vertical posture. status declined.

The main operating room 16 for operating the CSU 1 is provided in the main body. Specifically, the main operating room 16 is provided on the unloading portion 9 side of the revolving frame 5 . The operator in the main operating room 16 can safely operate the CSU 1 while visually checking the unloading unit 9 . According to the operation of the main operating room 16, parameters related to the position and posture of the CSU 1, such as the position of the traveling unit 2, the slewing angle of the slewing frame 5, and the ups and downs angle of the boom 7, are controlled. In addition, the unloading operation of the bulk cargo M by the unloading unit 9 can also be performed from the main operation room 16 .

The unloading part 9 includes a scooping part 11 for scooping the bulk cargo M and a bucket elevator as an elevator part for conveying the scooped bulk cargo M upward. The scooping part 11 is provided at the lower part of the unloading part 9, and continuously excavates and scoops the bulk cargo M in the ship hold 201 by using a plurality of buckets 27 (see FIG. 3) provided so as to be movable along its outer circumference. The scooped bulk cargo M is transported upward together with the bucket 27 by the bucket elevator.

FIG. 3 shows the detailed structure of the unloading unit 9 . The bucket elevator includes: a cylindrical elevator body 14 extending in the vertical direction; and a chain bucket 29 that moves around relative to the elevator body 14 . The chain bucket 29 includes a pair of roller chains 25 each composed of an endless chain, and a plurality of buckets 27 supported by the pair of roller chains 25 on both sides. Specifically, a pair of roller chains 25 are arranged side by side in a direction perpendicular to the paper surface of FIG. 3(B) , and each bucket 27 is installed in a hanging manner between the pair of roller chains 25 .

The bucket elevator is equipped with a driving roller 31a that guides the roller chain 25 installed across it, driven rollers 31b and 31c, and a steering roller 33. The drive roller 31a is provided at the uppermost portion 9a of the bucket elevator, and is rotationally driven by a motor or the like (not shown) to cause the chain bucket 29 to orbit. The driven roller 31b is provided in front of the scooping part 11 (left side of Figure 3(B)), and the driven roller 31c is provided behind the scooping part 11 (right side of Figure 3(B)), respectively. The chain bucket 29 is used to guide. The steering roller 33 is a driven roller provided below the driving roller 31a, which guides the circularly moving chain bucket 29 and changes its direction of movement. A telescopic cylinder 35 is provided between the driven roller 31b and the driven roller 31c. When the air cylinder 35 expands and contracts, the distance between the axes of the two driven rollers 31b and 31c changes, and the orbit of the circular motion of the chain bucket 29 changes. The expansion and contraction control of the cylinder 35 can be performed by the operation of the main operating room 16, or can be automatically performed by the computer assembled in the CSU1 according to a program. In addition, corresponding to the two roller chains 25 provided, two driving rollers 31a, driven rollers 31b and 31c, and two steering rollers 33 are also provided, and are arranged side by side in the direction perpendicular to the paper surface of Fig. 3(B) .

Due to the rotational driving of the driving roller 31a, the chain bucket 29 performs a circular motion relative to the elevator body 14. For example, the chain bucket 29 moves counterclockwise along the arrow W shown in FIG. 3(B). At this time, the chain bucket 29 reciprocates between the scooping part 11 provided at the lowermost part of the bucket elevator and the drive roller 31a provided at the uppermost part 9a of the bucket elevator.

Each bucket 27 of the chain bucket 29 rises in the elevator body 14 with its opening facing upward. When each bucket 27 passes the drive roller 31a in the uppermost part 9a of the bucket elevator, as the direction of movement changes from upward to downward, the opening of each bucket 27 also flips from upward to downward. A discharge chute (not shown) is provided below the opening of each bucket 27 turned downward in this way, whereby the bulk cargo M scooped by each bucket 27 is discharged. The discharge chute discharges the bulk goods M onto the rotary feeder 37 (Fig. 1) provided on the outer periphery of the upper part of the unloading part 9.

The rotary feeder 37 rotates around the extension direction of the elevator body 14 , that is, the vertical axis of rotation, and transfers the bulk cargo M discharged from the discharge chute to the boom conveyor 39 of the boom 7 . The boom conveyor 39 transports the bulk cargo M in the boom 7 to the vicinity of the revolving axis of the revolving frame 5, and supplies it to a hopper (not shown) provided here. An in-machine conveyor 43 for receiving the bulk cargo M is provided in the traveling part 2 below the discharge port of the hopper. The in-machine conveyor 43 transfers the bulk cargo M to the aforementioned belt conveyor 45 installed at the dock 102 which is land.

Next, the basic unloading operation of the CSU1 having the above configuration will be described. In this unloading operation, the unloading unit 9 and/or the CSU 1 functions as an unloading device for unloading the bulk cargo M (cargo) in the cabin 201 to the outside of the cabin 201 .

The operator of CSU1 operates CSU1 in the main operating room 16 . First, the running part 2 is made to run on the rail 3 and is moved to a position close to the opening 21 of the cabin 201 to be unloaded. Next, the slewing frame 5 is swung around the vertical swiveling axis disposed at a position overlapping the traveling part 2 in a plan view (viewed from above in FIG. 1 ), so that the unloading part 9 provided at the front end of the boom 7 It moves above the opening 21 of the cabin 201 to be unloaded. Here, it is preferable to make the boom 7 rise and fall in the forward direction (clockwise direction in FIG. 1 ), and perform walking and turning motions with the unloading part 9 rising to prevent the unloading part 9 from colliding with the dock 102 or the ship 200 . Next, the boom 7 is raised in the negative direction (counterclockwise direction in FIG. 1 ), and the scooping part 11 provided at the front end of the unloading part 9 is inserted into the cabin 201 from the opening 21. In addition, the movement of the traveling part 2, the rotation of the revolving frame 5, and the ups and downs of the boom 7 can be performed simultaneously.

After the scooping part 11 is inserted into the cabin 201, the roller chain 25 is made to perform a circular motion along the arrow W. When the plurality of buckets 27 mounted on the roller chain 25 move integrally with the roller chain 25, the bulk cargo M stored in the cabin 201 is excavated and scooped out. The bulk cargo M scooped by each bucket 27 is transported upward in the elevator body 14 as the roller chain 25 circulates.

The scooping unit 11 appropriately changes the three-dimensional position in the cabin 201 in order to efficiently scoop the bulk cargo M everywhere in the cabin 201 . For example, when the surface position of the bulk cargo M becomes lower as the unloading operation progresses, the boom 7 is raised and lowered in the negative direction to lower the scooping part 11 . In addition, in order to scoop the bulk cargo M near the wall of the cabin 201, the traveling part 2 and/or the revolving frame 5 can be operated to change the position of the scooping part 11 in the horizontal plane. The scooping part 11 can change not only the three-dimensional position but also the posture and shape. For example, the scraping part 11 can rotate around the rotation axis in the vertical direction which is the extending direction of the elevator body 14, and can arbitrarily change its direction. In addition, as shown by the one-dot chain line in FIG. 3(B) , the scooping portion 11 can be formed into an inclined shape or a horizontally elongated shape that shrinks in the vertical direction and extends in the horizontal direction. Thereby, even if the horizontal distance from the opening part 21 to the wall is large in the cabin 201, the scooping part 11 can be brought close to the wall, and the bulk cargo M can be scooped efficiently.

The above-mentioned changes in the position, posture, and shape of the scooping unit 11 (unloading unit 9) in the cabin 201 related to the unloading operation of the CSU 1 can be performed autonomously by the CSU 1 using the distance measuring sensor and camera described later (that is, , the unloading unit 9 and/or the CSU 1 can be operated automatically), or the operator located in the main operating room 16 can perform the operation manually while communicating with the staff located in the cabin 201 .

The bucket 27 that has scooped up the bulk cargo M in the cabin 201 rises in the elevator body 14, and is flipped from upward to downward when its uppermost portion 9a passes the drive roller 31a. The bulk cargo M dropped by the flipping of the bucket 27 enters the discharge chute and is discharged to the rotary feeder 37 . Then, the bulk cargo M passes through the boom conveyor 39 and the in-machine conveyor 43, and is transferred to the belt conveyor 45 installed in the dock 102 which is land. The unloading operation as described above is repeatedly performed by the plurality of buckets 27, thereby continuously unloading the bulk cargo M in the ship hold 201.

Next, the distance measuring sensor installed in CSU1 in order to improve the safety and efficiency of unloading will be described.

As shown in FIG. 1 , a plurality of distance sensors 19 for measuring distances to measurement objects located below and to the sides are provided on the upper part of the unloading part 9 . When unloading as shown in the figure, the edge of the opening 21, the ceiling/wall/bottom of the cabin 201, the bulk cargo M and other objects, people/structures in the cabin 201, the bulldozer for sweeping the bottom, the scraping part 11, The ship 200, other parts of the CSU 1 such as the boom 7/slewing frame 5/running section 2/main operation room 16, the quay wall 101, the pier 102, the rail 3, the belt conveyor 45, etc. become the measurement of the distance measuring sensor 19 object. For example, the plurality of distance sensors 19 may be arranged on the upper part of the cylindrical elevator body 14 so as to surround the outer periphery of the elevator body 14 . Alternatively, the plurality of ranging sensors 19 may be provided on the flange portion 91 that rotatably supports the upper portion of the elevator body 14 so as to surround the outer periphery of the elevator body 14 . It is preferable that the plurality of ranging sensors 19 be disposed lower than the connection part between the unloading part 9 and the boom 7 to prevent the boom 7 from entering the measurement range below and to the sides of the plurality of ranging sensors 19 . On the other hand, when the plurality of distance measuring sensors 19 are provided above the connection portion between the unloading portion 9 and the boom 7, each distance measuring sensor can be 19 can be set in a position that does not overlap with the boom 7. An example of the arrangement of the plurality of distance sensors 19 in a plan view will be described later. In addition, the number of distance measuring sensors 19 is arbitrary. For example, any number of distance measuring sensors 19 for measuring distance centered on the bottom of the unloading part 9 and distance measuring sensors 19 for measuring distance centered on the side of the unloading part 9 may be provided.

A plurality of distance measuring sensors 18 for measuring distances to measurement objects located above, to the sides, and below are provided in the scooping part 11 at the lower part of the unloading part 9 . When unloading as shown in the figure, the edges of the opening 21, the ceiling/wall/bottom of the cabin 201, bulk cargo M and other objects, people/structures in the cabin 201, the bulldozer for sweeping the bottom, the boom 7, etc. CSU1 Other parts become the measurement object of the distance measuring sensor 18 . The distance measuring sensors 18 are respectively provided at the front part (the left part of FIG. 1 ) and the rear part (the right part of FIG. 1 ) of the scraping part 11 . In order to avoid the deterioration of the measurement accuracy caused by the dust of the bulk cargo M scooped by the bucket 27 of the scooping part 11, the plurality of distance measuring sensors 18 are provided at a location far away from the bucket 27 (shovel 27) where the bulk cargo M is excavated. The position (the lower part of the scooping part 11) (the upper part of the scooping part 11) is better. In addition, the number of ranging sensors 18 is arbitrary. For example, any number of distance measuring sensors 18 for measuring distance centered on the side of the scraping part 11 and distance measuring sensors 18 for measuring distance centered on the bottom of the scooping part 11 may be provided.

FIG. 4 shows the appearance of the ranging sensors 18 and 19. The ranging sensors 18 and 19 are laser sensors capable of ranging, and include a laser light-emitting unit (not shown) as a transmitting unit that transmits laser light to the measurement object, and a laser light-emitting unit (not shown) as a receiving unit that transmits laser light to the measurement object. The laser light receiving part (not shown) is a wave receiving part of the reflected laser light, and constitutes a distance measuring part for measuring the distance between the measuring object. A light-transmitting portion 171 through which laser light can pass is formed in an annular strip shape around the entire circumference of the side surface of the cylindrical housing 17 of the ranging sensors 18 and 19 .

A plurality of laser light-emitting parts are provided in the housing 17 at a position facing the light-transmitting part 171 , and linear laser light is emitted to the outside of the housing 17 through the light-transmitting part 171 . Each laser light-emitting unit is arranged at a predetermined interval along the direction of the axis A of the housing 17 (the up-and-down direction in FIG. 4 ), but is simply shown in FIG. 4 as emitting laser light from one point. In addition, as schematically illustrated, the emission angles of the laser light-emitting portions are different from each other by approximately 0.1° to 3°. With this structure, the distance measuring sensors 18 and 19 can use the plane perpendicular to the axis A of the housing 17 as the reference plane S, and operate within a predetermined angle range above and below the reference plane S (θ- to θ+ in the figure). within the range) irradiate laser light. θ- and θ+ can be designed arbitrarily, but are set to θ-=θ+=15° below. At this time, the ranging sensors 18 and 19 irradiate laser light within a range of ±15° centered on the reference plane S. In addition, the plurality of laser light-emitting parts are integrally provided so as to be rotatable 360° around the axis A of the housing 17 . With this structure, the distance measuring sensors 18 and 19 can irradiate laser light to all measurement objects located around (side of) the housing 17 . In addition, it is better to use laser light with invisible wavelengths such as near infrared rays so as not to disturb people in and around the CSU 1 or the ship 200 .

The distance measuring sensors 18 and 19 integrally rotate the plurality of laser light-emitting units and emit pulsed laser light at predetermined rotation angles. The pulsed laser light emitted by each laser light emitting part is reflected or scattered by the measurement object and returns to the distance measuring sensors 18 and 19, and is transmitted by the laser light provided in the housing 17 together with each laser light emitting part. received by the light receiving part. Calculation units (not shown) of the distance measuring sensors 18 and 19 calculate and measure based on the time from when the laser light emitting unit emits a pulse of laser light to when the laser light receiving unit receives a pulse of reflected laser light. The distance between objects. This technology is also called LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging).

The above examples of the distance-measuring sensors 18 and 19 are laser sensors, but the distance-measuring sensors 18 and 19 may also be sensors using other electromagnetic waves. For example, millimeter wave sensors using so-called millimeter waves with wavelengths of about 1 mm to 10 mm can be used as the distance measuring sensors 18 and 19 . Millimeter waves have a high frequency of about 30GHz to 300GHz, so they have high linearity and can be used in the same way as lasers. The millimeter wave sensor can have the same structure as the laser sensor in FIG. 4 , as long as a millimeter wave transmitting unit is provided to transmit millimeter waves to the measurement object instead of the laser light emitting unit, and a millimeter wave transmitting unit is provided to receive the reflected light from the measurement object. The millimeter wave receiving part can be used instead of the laser receiving part. In addition, optical sensors using light other than laser light, such as Time of Flight (ToF) image sensors, may also be used as the ranging sensors 18 and 19 . In addition, the distance measuring sensors 18 and 19 may not be provided with a wave transmitting unit for transmitting electromagnetic waves to the measurement object. For example, a stereo camera capable of measuring distance by simultaneously photographing a measurement target from different directions may be used as the distance measuring sensors 18 and 19 .

The distance measuring sensors 18 and 19 of FIG. 4 are mounted on the CSU1 of FIG. 1 in any posture corresponding to the measurement purpose. For example, the distance measuring sensor 18 of the scooping part 11 is installed so that the axis A in FIG. 4 is a vertical direction and the reference plane S is a horizontal plane. At this time, the ranging sensor 18 can measure the distance inside the cabin 201 with the side of the scraping part 11 as the center. In addition, the distance measuring sensor 18 may be installed so that the axis A in FIG. 4 is a horizontal direction and the reference plane S is a vertical plane. At this time, the distance measuring sensor 18 can measure the distance between the opening 21 above the scooping part 11 and the bulk cargo M below the scooping part 11 . In addition, the direction of the axis A of the ranging sensor 18 is not limited to the vertical direction or the horizontal direction, and may be any direction.

The distance measuring sensor 19 in the upper part of the unloading part 9 is installed so that the axis A in FIG. 4 is a horizontal direction and the reference plane S is a vertical plane. At this time, the distance measuring sensor 19 can measure the distance between the edge of the opening 21 of the cabin 201 located below and the bulk cargo M and the like in the cabin 201 . In addition, the distance measuring sensor 19 can also emit laser light upward. However, since there is no measurement object above, covering the upper side of the distance measuring sensor 19 with a light shield will invalidate the distance measurement from above. . In addition, the distance measuring sensor 19 may also be installed such that the axis A in FIG. 4 is in the vertical direction and the reference plane S is parallel to the horizontal plane. At this time, the ranging sensor 19 can efficiently measure the distance to the measurement target object located outside the cabin 201 on the side. The direction of the axis A of the ranging sensor 19 is not limited to the horizontal direction or the vertical direction, and may be any direction. However, the horizontal direction will be described in detail below.

By installing the distance measuring sensors 18 and 19 as described above in the unloading part 9, it is possible to accurately grasp the edge of the opening 21, the ceiling/wall/bottom of the cabin 201, the bulk cargo M and other objects, and the inside of the cabin 201. The positions of various measurement objects such as people/structures, bulldozers used for cleaning, and shovel parts 11. Therefore, the unloading part 9 during unloading can be prevented from colliding with other objects, and the bulk cargo M can be unloaded efficiently.

FIG. 5 shows an arrangement example of the distance measuring sensor 19 when viewed from above. Three distance measuring sensors 191 , 192 , and 193 as the distance measuring sensors 19 are arranged to surround the flange portion 91 or the outer periphery of the elevator body 14 . The distance measuring sensor 191 is arranged so that the axis A in FIG. 4 is in the left-right direction in FIG. 5 and the reference plane S1 corresponding to the reference plane S in FIG. 4 is in the up-down direction in FIG. 5 . The distance measuring sensor 191 irradiates laser light within a range of ±15° centered on the reference plane S1 to perform distance measurement. The distance measuring sensors 192 and 193 are arranged so that the axis A in FIG. 4 is in the up-down direction in FIG. 5 and the reference planes S2 and S3 corresponding to the reference plane S in FIG. 4 are in the left-right direction in FIG. 5 . The distance measuring sensors 192 and 193 irradiate laser light within a range of ±15° centered on the reference planes S2 and S3 to perform distance measurement. The reference planes S2 and S3 of the ranging sensors 192 and 193 are different planes that are parallel to each other and are orthogonal to the reference plane S1 of the ranging sensor 191 .

The CSU 1 takes the posture shown in FIG. 5 as the basic posture during unloading and unloads the bulk cargo M from the ship hold 201 . In this basic posture, the traveling unit 2 is located at a position shifted from the front position of the cabin 201 , and the revolving frame 5 and the boom 7 are located at a revolving position forming an acute angle with respect to the rail 3 constituting the track of the traveling unit 2 . At this time, the unloading part 9 is located above the cabin 201 of the ship 200 , and the scooping part 11 at the lower part thereof is inserted into the cabin 201 from the opening 21 .

The opening 21 of the cabin 201 often has a rectangular shape with the long side facing the traveling direction of the ship 200 (the left-right direction in FIG. 5 ). At this time, the upper edge E11 and the lower edge E12 of the opening 21 can be detected by the ranging sensor 191 that irradiates laser light in parallel with the short side of the opening 21 (the vertical side in FIG. 5 ). . In addition, the point shown at the center of the edges E11 and E12 represents the position where the laser light on the reference plane S1 of the distance measuring sensor 191 strikes the edge of the opening 21 , and the rectangle surrounding this point is schematically shown on the reference plane S1 The laser light irradiated within the range of ±15° from the center reaches the range of the edge of the opening 21 . In the following, the same expression is also used for the ranging sensors 192 and 193.

Similarly, the left edges E21, E31 and The right edges are E22 and E32. By using the two distance measuring sensors 192 and 193, distance measurement can be performed with high accuracy even in the long side direction where distance measurement is more difficult than in the short side direction. The arrangement of the ranging sensors 191, 192, and 193 in FIG. 5 is suitable for detecting the edges of the opening 21 in a rectangular shape with equal long sides facing one direction.

In addition, even when the CSU 1 is not in the basic posture shown in FIG. 5 , as long as the unloading portion 9 is within the opening 21 when viewed from above, the three ranging sensors 191 , 192 , and 193 can still obtain considerable information. The six ranging point groups on the edges of the openings 21 of E11, E12, E21, E22, E31, and E32 can accurately grasp the position of the opening 21.

In addition, the basic posture of the CSU 1 when unloading is not limited to that shown in FIG. 5 . For example, the basic posture may be a posture in which the running part 2 is located in the front of the cabin 201 and the revolving frame 5 and the boom 7 form a right angle with respect to the rail 3 . posture. At this time, since the extending direction of the boom 7 is consistent with the short side direction of the opening 21 , the reference plane S1 of the ranging sensor 191 is parallel to the extending direction of the boom 7 , and the reference surfaces of the ranging sensors 192 and 193 are parallel to each other. The surfaces S2 and S3 are perpendicular to the extension direction of the boom 7 . Here, if the distance measuring sensors 191, 192, and 193 can be integrally rotated around the axis of the cylindrical elevator body 14, the CSU 1 can be easily adapted to the elongated shape according to changes in the basic posture when unloading. Arrangement of distance sensors 191, 192, and 193 in the opening 21.

The number and arrangement of the distance measuring sensors 19 described above are just one example, and any number and arrangement can be adopted. In order to efficiently measure the shape of the opening 21 surrounding the unloading portion 9 in plan view, it is preferable that the number of distance measuring sensors 19 is at least two. It is better to set it to 3 or more. The plurality of ranging sensors 19 may also be arranged at equal intervals along the flange portion 91 or the outer circumference of the elevator body 14 . The installation posture of each distance sensor 19 at this time is arbitrary, but for example, it is installed so that the reference surface S of each distance sensor 19 is in contact with the flange portion 91 or the outer periphery of the elevator body 14 . With such a symmetrical arrangement, the shape of the opening 21 can be stably measured regardless of the posture of the CSU 1 when unloaded.

Each movable part of the CSU 1 , that is, the movable walking part 2 and the swivel frame are controlled based on the distance to the measurement object inside and outside the cabin 201 measured by the distance measuring sensors 18 and 19 as described above. 5. The undulating boom 7, the rotatable and deformable scooping part 11, etc. can prevent the unloading part 9 from colliding with other objects inside and outside the cabin 201 during unloading, and can unload the bulk cargo M efficiently. In addition, in addition to or instead of the ranging sensors 18 and 19, an image sensor or a camera that photographs the measurement object may be used to detect objects inside and outside the cabin 201.

FIG. 6 is a plan view schematically showing various distances and intervals set in approach control to be described later when the unloading unit 9 as the unloading device and the wall W of the cabin 201 (corresponding to the distances and intervals set in FIG. 9 to be described later) are schematically shown. When the distance D(t) of the wall W4) becomes smaller (that is, when the unloading part 9 is close to the wall W), specifically, for example, the operator's judgment or operation of the CSU1 or the automatic control program of the unloading part 9 When the bulk cargo M near the wall W is unloaded by the unloading unit 9 under control, or when the distance D(t) becomes the predetermined approach control start distance D _C or less. The various distances shown here are the positions in the Y-axis direction (the normal direction of the wall W) with the wall W of the cabin 201 as the origin, and are detected by the aforementioned ranging sensors 18 and 19 or the image sensor. The distance D(t) between the unloading part 9 and the wall W is the distance in the Y-axis direction between the part of the unloading part 9 closest to the wall W (for example, the front end or the rear end of the scooping part 11) and the wall W. The following is for convenience. See, it is also called the distance D(t) or the position D(t) of the unloading part 9 (in addition, "t" represents time). Through the distance measuring sensors 18 and 19 or the image sensor, it is possible to grasp the relationship between the distance D(t) of the unloading part 9 and other various distances, or the interval in which the position D(t) of the unloading part 9 is. within.

Hereinafter, the approach control will be started when the distance D(t) between the unloading portion 9 and the wall W becomes equal to or less than the approach control start distance D _C. However, it is not necessary to set the approach control start distance D _C for approach control. . For example, as described above, when the approach control is started based on the judgment or operation of the operator of CSU1, it is not necessary to set the approach control start distance D _C . When the following description is applied to this case, for convenience, the distance D(t) between the unloading part 9 and the wall W at the point when the operator of CSU1 starts the approach control can be understood as the approach control start distance D _C , that is, It can be understood that if the operator of CSU1 starts the approach control, an essentially infinite approach control start distance D _C is set (that is, during the period from when the operator of CSU1 starts the approach control to the end, regardless of the distance between the unloading part 9 and the wall The distance D(t) of W is valid no matter how close it is to the control). The same applies to the case where approach control is started under the control of the automatic control program of the unloading unit 9 .

The unloading unit 9 moves along the track in the cabin 201 generated under the operation of the operator of the CSU 1 or the control of the automatic control program of the unloading unit 9, while scooping the scattered parts of each part in the cabin 201 by the scooping unit 11. Goods M. The moving speed of the unloading unit 9 is controlled so that, for example, the unloading amount of the bulk cargo M per unit time is kept substantially constant. Details will be described later, but as shown in FIG. 6 , when the unloading unit 9 is unloading the bulk cargo M in a state close to the wall W of the cabin 201 , the unloading unit 9 is moved along the wall W in FIG. 6 The loading and unloading control of the drive is generally carried out in the left and right directions. On the other hand, approach control is performed, that is, the unloading unit is driven so that the distance D(t) to the wall W approaches the target distance D ₀ described later in the normal direction of the wall W which is the up-down direction in FIG. 6 9.

D _C represents the approach control starting distance at which the approach control of the unloading unit 9 is started. When the distance D(t) of the unloading part 9 is greater than the approach control start distance _DC , such as when the bulk cargo M is scooped in the center of the hold 201, approach control does not need to be performed. D ₀ is the target distance set in the approach control of the unloading part 9 (for example, a distance of approximately 0.4 m from the wall W). The target distance D ₀ is smaller than the approach control start distance D _C (that is, D ₀ <D _C ), and the position of the target distance D ₀ (hereinafter, also referred to as the target position D ₀ for convenience) is located at the approach control start distance D _C between the position (hereinafter also referred to as the close control start position D _C for convenience) and the wall W. In the approach control described below, the unloading portion 9 is driven in the normal direction (Y-axis direction) of the wall W so that the distance D(t) of the unloading portion 9 approaches the target distance D ₀ (that is, D(t)→ D ₀ or D(t)-D ₀ →0). In addition, the target distance D ₀ can be changed according to the situation. For example, when the wind is strong and the ship 200 is rocking greatly, the target distance D ₀ can be set larger to prevent the unloading part 9 from colliding with the wall W; and after the unloading part 9 has just started loading and unloading, sometimes the loading and unloading can be carried out while Since the unloading operation is performed while fine-tuning the ranging sensors 18, 19, etc., the target distance _D0 can be set to a large value to ensure safety.

On both sides of the target position D ₀ along the normal direction (Y-axis direction) of the wall W (the upper side and the lower side in FIG. 6 ), an unloading portion 9 is provided to sandwich the target position D ₀ . The target distance maintenance interval is maintained near the target position D ₀ . The one end (distance) D _Z+ of the target distance maintenance interval away from the wall W is located between the close control start distance D _C and the target position D ₀ (that is, D ₀ <D _Z+ <D _C ). The target distance maintenance interval The one end (distance) D _Z- close to the wall W is located between the target position D ₀ and the wall W (that is, 0<D _Z- <D ₀ ). Within the target distance maintenance interval, D _ZS+ between D _Z+ and D ₀ (that is, D ₀ <D _ZS+ <D _Z+ ) and D _ZS- between D Z- and D 0 (that is, D _{ZS- between D Z-} and D ₀ (that is, D 0 , D _Z- ＜D _ZS- ＜D ₀ ) is the approach control stop interval at both ends. The position D(t) of the unloading part 9 in the approach control stop section (that is, D _ZS- <D(t)<D _ZS+ ) is close enough to the target position _D0 that the approach control described below can be temporarily stopped.

D _IL determines a prohibited distance (for example, a distance of approximately 0.2 m from the wall W) as a stop/emergency evacuation section in which entry of the unloading unit 9 is prohibited in principle. The prohibition distance D _IL is smaller than the target distance D ₀ and further smaller than the distance D _Z- at one end of the target distance maintenance interval close to the wall W (that is, 0<D _IL <D _Z- <D ₀ ). As will be described later, when the unloading unit 9 enters the stop/emergency evacuation section (that is, 0<D(t)<D _IL ), in order to ensure safety, the unloading operation of the unloading unit 9 and/or the unloading unit 9 is stopped. Make an emergency escape at high speed in a direction away from the wall W.

D _AL is an alarm distance (for example, a distance of approximately 0.25 m from the wall W) for issuing an alarm that the unloading part 9 is too close to the wall W. The alarm distance D _AL is smaller than the target distance D ₀ and the distance D _{Z -} at the end of the target distance maintenance interval close to the wall W and is greater than the prohibition distance D _IL (that is, D _IL ≤ D _AL <D _Z - <D ₀ ) . As will be described later, when the unloading portion 9 is closer to the wall W than the alarm distance D _AL (that is, 0<D(t)<D _AL ), an alarm is issued.

On the side farther from the wall W than the target position D ₀ , the section between the close control start position D _C and the end D _Z+ of the target distance maintenance section is the distance D(t) based on the unloading part 9 and the target distance D ₀ The absolute value ΔD of the difference (=D(t)-D ₀ >0) controls the distance-dependent speed interval of the speed of the unloading part 9 in the -Y axis direction (hereinafter also referred to as the approach direction). In this distance-dependent speed section, the unloading portion 9 is driven in the approach direction at a speed corresponding to ΔD.

On the side closer to the wall W than the target position D ₀ , the interval between the position of the prohibited distance D _IL (hereinafter also referred to as the prohibited position D _IL for convenience) and the end D _Z- of the target distance maintenance interval becomes The +Y-axis direction of the unloading part 9 (hereinafter also referred to as retraction) is controlled based on the absolute value -ΔD (=D ₀ -D(t)>0) of the difference between the distance D(t) of the unloading part 9 and the target distance D ₀ direction) depends on the speed interval. In this distance-dependent speed section, the unloading portion 9 is driven in the retraction direction at a speed corresponding to -ΔD.

As described above, the first distance-dependent speed interval in which the unloading part 9 is driven in the -Y-axis direction so as to approach the wall W is set between the target position D ₀ and the approach control start position D _C , and the unloading part 9 is moved from the wall to The second distance-dependent speed interval driven along the +Y axis direction in the W retraction mode is set between the target position D ₀ and the wall W. That is, the first distance-dependent speed section and the second distance-dependent speed section are provided so as to sandwich the target position D ₀ and the target distance maintenance section (D _Z- to D _Z+ ) from both sides along the normal direction of the wall W. .

FIG. 7 schematically shows the relationship between the position D(t) in the Y-axis direction and the speed V _Y in the Y-axis direction during the approach control of the unloading part 9. In addition, in the following description, the speed V _Y of the unloading part 9 in the Y-axis direction refers to the speed command given to the unloading part 9 . Therefore, it is not intended to accurately reproduce the actual Y-axis direction speed of the unloading portion 9 as shown in V _Y in FIG. 7 . When the unloading portion 9 approaches the wall W so that the distance D(t) becomes equal to or less than the approach control start distance _DC , the approach control of the unloading portion 9 is started.

The unloading portion 9 is driven in the −Y-axis direction so as to approach the wall W in the first distance-dependent speed section A1 of _DC to DZ ₊ . The greater the absolute value ΔD (=D(t)-D ₀ >0) of the difference between the distance D(t) of the unloading part 9 and the target distance D ₀ (that is, the farther away the position D(t) of the unloading part 9 is from the target) Position D ₀ ), the greater the magnitude (absolute value or speed) of the speed V _Y of the unloading portion 9 in the Y-axis direction in the first distance-dependent speed section A1. In the example shown in the figure, in the small interval on the left in the first distance-dependent speed interval A1 in which the distance D(t) of the unloading part 9 is relatively large, the speed V _Y of the unloading part 9 in the Y-axis direction has a local maximum absolute value. The speed V _max minus the value is constant, and in the small interval on the right side of the first distance-dependent speed section A1 where the distance D(t) of the unloading section 9 is relatively small, the speed V _Y of the unloading section 9 in the Y-axis direction is controlled. is the speed with the negative absolute value that is proportional to ΔD.

In this way, in the first distance-dependent speed section A1, the unloading portion 9 is driven in the approaching direction at the negative speed V _Y that is uniquely or one-to-one determined based on the distance D(t) of the unloading portion 9 . The larger ΔD is, the higher the speed at which the unloading unit 9 is driven in the approach direction, so that it can quickly move to the target position D ₀ or the target distance maintenance sections A2 to A4. In addition, the functional relationship between D(t) and V _Y in the first distance-dependent speed interval A1 is not limited to that shown in the figure. For example, the interval in which V _Y becomes constant (V _max- ) with respect to D(t) may not be provided. , or V _Y changes nonlinearly with respect to D(t).

The unloading unit 9 that has entered the target distance maintenance interval A2 of D _Z+ to D _ZS+ is driven in the Y-axis direction toward the target position D ₀ at a negative speed that is less than the absolute value of the predetermined upper limit speed V _min- and is controlled to stay. Within the target distance maintenance section A2 to A4 (preferably within the approach control stop section A3). The magnitude of the speed V _Y of the unloading part 9 in the Y-axis direction in the target distance maintaining interval A2 may not be uniquely determined based on the distance D(t) of the unloading part 9 like in the first distance-dependent speed interval A1, or may be calculated to The unloading unit 9 stays at an appropriate value within the target distance maintenance interval A2 to A4 (but not more than the absolute value of V _min- ).

The unloading portion 9 that has entered the approach control stop section A3 of D _ZS+ to D _ZS- is close enough to the target position D ₀ that it can temporarily stop driving in the Y-axis direction.

The unloading unit 9 that has entered the target distance maintenance interval A4 of D _ZS- to D _Z- is driven in the Y-axis direction toward the target position D ₀ at a positive speed less than the absolute value of the predetermined upper limit speed V _min+ and is controlled to Stay within the target distance maintenance section A2 to A4 (preferably within the approach control stop section A3). The magnitude of the speed V _Y of the unloading part 9 in the Y-axis direction in the target distance maintaining interval A4 may not be uniquely determined based on the distance D(t) of the unloading part 9 as in the second distance-dependent speed interval A5 described below, or it may be An appropriate value (but not more than the absolute value of V _min+ ) is calculated to keep the unloading unit 9 within the target distance maintenance interval A2 to A4.

The unloading portion 9 is driven in the +Y-axis direction to retreat from the wall W (Y=0) in the second distance-dependent speed section A5 of D _Z- to D _IL . The greater the absolute value -ΔD (=D ₀ -D(t)>0) of the difference between the distance D(t) of the unloading part 9 and the target distance D ₀ (that is, the farther away the position D(t) of the unloading part 9 is The target position D ₀ ), the larger the magnitude (absolute value or speed) of the speed V _Y of the unloading part 9 in the Y-axis direction in the second distance-dependent speed section A5 is. In the example shown in the figure, in the small section on the left in the second distance-dependent speed section A5 in which the distance D(t) of the unloading section 9 is relatively large, the speed V _Y of the unloading section 9 in the Y-axis direction is controlled to have a value equal to -ΔD is a speed that is proportional to the positive absolute value. In the second distance-dependent speed interval A5, in the small interval on the right where the distance D(t) of the unloading part 9 is relatively small, the speed V _Y of the unloading part 9 in the Y-axis direction The speed V _max+ is constant with the positive local maximum absolute value.

In this way, in the second distance-dependent speed section A5, the unloading portion 9 is driven in the retraction direction at a positive speed V _Y that is uniquely or one-to-one determined based on the distance D(t) of the unloading portion 9 . The larger -ΔD is, the faster the unloading unit 9 is driven in the retraction direction, so it can quickly retract from the wall W and move to the target position D ₀ or the target distance maintenance sections A2 to A4. In addition, the functional relationship between D(t) and V _Y in the second distance-dependent speed interval A5 is not limited to that shown in the figure. For example, the interval in which V _Y becomes constant (V _max+ ) with respect to D(t) may not be provided. V _Y may change nonlinearly with respect to D(t), or the functional relationship between D(t) and V _Y in the first distance-dependent speed interval A1 may become asymmetric.

The unloading unit 9 that has entered the stop/emergency evacuation section A6 of D _IL ~0 stops the unloading operation and/or evacuates in a direction away from the wall W at high speed in order to ensure safety. The speed V _Y of the unloading part 9 in the Y-axis direction during emergency evacuation is set to the driving speed when the distance D(t) from the unloading part 9 is equal to or greater than the prohibition distance D _IL (for example, the maximum speed in the second distance-dependent speed section A5 A positive speed of the driving speed V _max+ ) is preferred.

FIG. 8 is a functional block diagram of the control system 300 responsible for proximity control of the unloading part 9 . The control system 300 includes a cabin detection unit 301, an unloading device position detection unit 302, an approach control application unit 303, a distance comparison unit 304, an approach control setting unit 305, a track generation unit 306, an unloading device control unit 307, an alarm unit 308, and Move-out stop part 309. These functional blocks are realized through the cooperation of hardware resources such as the computer's central processing unit, memory, input devices, output devices, peripheral machines connected to the computer, and the software that is executed using these. Regardless of the type of computer or the installation location, each of the above functional blocks can be implemented by the hardware resources of a single computer, or can be implemented by combining hardware resources dispersed in multiple computers. Especially in this embodiment, part or all of the functional blocks of the control system 300 can be implemented by the computer of CSU1, or can be implemented by a computer installed outside CSU1 and capable of communicating with CSU1.

The cabin detection unit 301 and the unloading device position detecting unit 302 are one or a plurality of sensors provided in the CSU1 (including the unloading unit 9) as the unloading device. Each sensor may be a distance measuring sensor installed in CSU1 to measure the distance between the measurement object and the measurement object, or may be an image sensor installed in CSU1 to photograph the measurement object, or may be a sensor capable of detecting Any other sensor that measures the object. As explained below, in the illustrated example, the main measurement objects are the cabin 201 (opening 21, etc.), the unloading part 9, or the scooping part 11 (carrying out device), but the bulk cargo may also be measured using sensors. M (cargo) cargo shape.

The cabin detection unit 301 detects the opening 21 or wall W of the cabin 201 which is the cargo room of the ship 200 using one or a plurality of sensors. As the cabin detection unit 301, the above-mentioned ranging sensors 18 and 19 or image sensors provided in the unloading unit 9 can be used. For example, the cabin detection unit 301 can obtain the position of the wall W by combining the detection result of the opening 21 and the known three-dimensional shape data of the ship 200 . The unloading device position detection unit 302 detects the position in the cabin 201 of the unloading unit 9 as the unloading unit, specifically, detects the positions of the front end and the rear end of the scooping unit 11 that scoops the bulk cargo M in the unloading unit 9. . As the unloading device position detection unit 302, the distance measuring sensors 18 and 19 described above, an image sensor, or the like provided in the unloading unit 9 itself can be used. In addition, when the unloading device control unit 307 that controls the unloading unit 9 can recognize the position of the unloading unit 9 based on the traveling position of the traveling unit 2 and the swing angle of the revolving frame 5, the unloading device position detection unit 302 does not need to be provided. .

The proximity control application part 303 is based on the distance D(t ) to determine whether proximity control is required. The proximity control application unit 303 may apply proximity control based on the proximity control start operation performed by the operator of the CSU 1 and/or the proximity control start instruction based on the automatic control program of the offloading unit 9 . In addition, when the distance D(t) between the unloading part 9 and the wall W becomes equal to or less than the approach control start distance D _C , the approach control application part 303 may start the approach control of the unloading part 9 of the wall W. In the following FIG. 9 , an example in which the same approaching control start distance D _C is set for all the walls W1 to W4 of the cabin 201 will be described.

As schematically shown in FIG. 9 , the rectangular cabin 201 has four walls W1 to W4 in plan view. The approach control application unit 303 determines whether the unloading unit 9 has entered each of the approach control areas B1 to B4 defined by the approach control start distance _DC set for each wall W1 to W4, and starts each approach to the unloading unit 9. The approach control of the unloading portion 9 of each wall W1 to W4 corresponding to the areas B1 to B4 is controlled.

For the unloading portion 9 that enters the approach control area B12 which is an overlapping area of the approach control areas B1 and B2, the approach control in the X-axis direction of the wall W1 with the X-axis direction as the normal direction and the alignment with the X-axis direction are simultaneously performed. The Y-axis direction of the wall W2 whose direction crosses (orthogonally) is the normal direction is controlled to approach the wall W2 in the Y-axis direction. For the unloading portion 9 entering the approach control area B23 which is an overlapping area of the approach control areas B2 and B3, the approach control in the Y-axis direction of the wall W2 with the Y-axis direction as the normal direction and the approach control in the X-axis direction are simultaneously performed. It is the approach control of the wall W3 in the normal direction in the X-axis direction. For the unloading portion 9 entering the approach control area B34 which is an overlapping area of the approach control areas B3 and B4, the approach control in the X-axis direction of the wall W3 with the X-axis direction as the normal direction and the approach control in the Y-axis direction are simultaneously performed. It is the approach control of the Y-axis direction of the wall W4 in the normal direction. For the unloading portion 9 entering the approach control area B41 which is an overlapping area of the approach control areas B4 and B1, the approach control in the Y-axis direction of the wall W4 with the Y-axis direction as the normal direction and the approach control in the X-axis direction are simultaneously performed. It is the approach control of the wall W1 in the normal direction in the X-axis direction.

Since the unloading portion 9 represented by the solid line in FIG. 9 has not entered any of the approach control areas B1 to B4, it does not perform approach control on any of the walls W1 to W4. At this time, the unloading device control unit 307 that controls the unloading unit 9 performs general loading and unloading control for, for example, keeping the unloading amount of the bulk cargo M substantially constant per unit time along the track generated by the track generating unit 306 . At the dotted line position P1 in FIG. 9 , since the unloading unit 9 enters the third approach control area B3, approach control of the wall W3 in the X-axis direction is executed. In the dotted line position P2 in FIG. 9 , since the unloading unit 9 enters the third approach control area B3 and the fourth approach control area B4, the approach control of the wall W3 in the X-axis direction and the Y-axis direction of the wall W4 are simultaneously executed. proximity control. In the dotted line position P3 in FIG. 9 , since the unloading unit 9 enters the fourth approach control area B4, approach control of the wall W4 in the Y-axis direction is executed.

In addition to or instead of this, the approach control application part 303 may also select one or a plurality of walls W1 to W4 where the approach control of the unloading part 9 should be started together with the distance comparison part 304 . The distance comparison part 304 compares the distance between the unloading part 9 and each wall W1-W4. For example, regarding the unloading portion 9 represented by the solid line in FIG. 9 , compare the distance (first distance) between the closer wall W3 and the unloading portion 9 among the walls W1 and W3 with the X-axis direction as the normal direction and the The Y-axis direction is the distance (second distance) between the closer wall W2 and the unloading part 9 among the walls W2 and W4 in the normal direction. Then, the approach control application unit 303 starts the approach control of the unloading unit 9 with respect to the wall corresponding to the smaller of the first distance and the second distance, namely the wall W2 in the example of FIG. 9 . For example, by executing approach control using the current position of the unloader 9 in the Y-axis direction as the target position D ₀ in FIG. 9 , the unloader 9 can be parallel to the X-axis direction while maintaining the target position D ₀ in the Y-axis direction. Move.

The approach control setting unit 305 sets the various distances and intervals described with reference to FIG. 6 for the walls W1 to W4 for which the approach control is started by the approach control application unit 303 . Specifically, the approach control setting unit 305 includes: a target distance setting unit 311 that sets a target distance D ₀ smaller than the approach control start distance _DC ; a prohibited distance setting unit 312 that sets a prohibited distance D _IL ; and an alarm distance setting unit 313 that sets The alarm distance D _AL ; and the target distance maintenance section setting unit 314 set the target distance maintenance sections A2 to A4 including the approach control stop section A3 ( FIG. 7 ). Here, regarding the unloading portion 9 located at the dotted line position P2 in FIG. 9 , when the approach control is simultaneously performed on both the first wall W3 and the second wall W4, the target distance setting unit 311 sets the distance from the first wall W3 The first target distance along the first normal direction (X-axis direction) calculated from the second wall W4 and the second target distance along the second normal direction (Y-axis direction) calculated from the second wall W4. The approach control setting part 305 can also refer to the unloading part 9 generated by the track generation part 306 based on the relative position of the cabin 201 and the unloading part 9 detected by the cabin detection part 301 and the unloading device position detection part 302. The track in the cabin 201 is appropriately set with parameters that enable close control of the track.

The unloading device control unit 307 determines the trajectory of the unloading unit 9 in the cabin 201 generated by the trajectory generating unit 306 based on the relative positions of the cabin 201 and the unloading unit 9 detected by the cabin detection unit 301 and the unloading device position detection unit 302. , the proximity control parameters set by the proximity control setting part 305 allow the unloading part 9 to operate automatically.

When the approach control application unit 303 applies approach control to the unloading unit 9, the unloading unit 9 is controlled by the unloading device control unit 307 as explained in FIGS. 6 and/or 7 for the wall W close to the control object. drive. For example, when the unloading unit 9 moves along the wall W, the unloading device control unit 307 drives the unloading unit 9 in the normal direction of the wall W so that the distance D(t) of the unloading unit 9 approaches the target distance D ₀ . At this time, in the distance-dependent speed intervals A1 and A5, the greater the absolute value of the difference between the distance D(t) of the unloading portion 9 and the target distance _D0 , the greater the increase in the normal direction of the wall W of the unloading portion 9. speed.

Here, regarding the unloading unit 9 located at the dotted line position P2 in FIG. 9 , when the approach control is performed simultaneously on both the first wall W3 and the second wall W4, the unloading device control unit 307 moves along the first wall W3 When the unloading part 9 is driven in the first normal direction (X-axis direction) so that the first distance between the unloading part 9 and the first wall W3 is close to the first target distance, in the first distance-dependent speed interval, the first distance The greater the absolute value of the difference from the first target distance, the greater the speed of the unloading part 9 in the first normal direction, so that the unloading part 9 moves in the second normal direction (Y-axis direction) along the second wall W4 When the unloading part 9 is driven so that the second distance between 9 and the second wall W4 is close to the second target distance, in the second distance-dependent speed interval, the greater the absolute value of the difference between the second distance and the second target distance, the greater the increase. The speed in the second normal direction of the unloading portion 9 is greater.

Furthermore, in the target distance maintenance intervals A2 to A4, the unloading device control unit 307 drives the unloading unit 9 in the normal direction of the wall W at a speed equal to or lower than the predetermined upper limit speed (V _min- , V _min+ ) and maintains the distance at the target distance. The distance is maintained within the interval A2~A4. Furthermore, when the distance D(t) of the unloading unit 9 is smaller than the prohibited distance D _IL , the unloading device control unit 307 may cause the unloading unit 9 to drive at a speed greater than the distance D(t) when the prohibited distance D _IL is exceeded. Retreat from the wall W faster.

In addition, when proximity control is not applied to the unloading part 9 by the proximity control application part 303, the unloading device control part 307 detects the cabin 201 and the unloading device based on the cabin detection part 301 and the unloading device position detection part 302. The relative position of the unloading unit 9 and the orbit of the unloading unit 9 in the cabin 201 generated by the orbit generating unit 306 are generally performed, for example, to keep the unloading amount of the bulk cargo M per unit time by the unloading unit 9 substantially constant. Loading and unloading control.

When the distance D(t) of the unloading part 9 detected by the cabin detection part 301 and the unloading device position detection part 302 is smaller than the alarm distance D _AL set by the alarm distance setting part 313, the alarm part 308 issues an alarm. . When the distance D(t) of the unloading unit 9 detected by the cabin detection unit 301 and the unloading device position detection unit 302 is smaller than the prohibition distance D _IL set by the prohibition distance setting unit 312, the unloading stop unit 309 stops. The unloading unit 9 is controlled by the unloading device control unit 307 .

FIG. 10 shows a structural example of the unloading device control unit 307 capable of executing approach control in the X-axis direction and/or the Y-axis direction in FIG. 9 . In this figure, the X-axis direction is also called the first direction, and the Y-axis direction is also called the second direction. The first direction is the normal direction of the first wall (for example, wall W3 in P2 in FIG. 9 ) that is the object of the first approach control, and the second direction is the second wall (for example, FIG. 9 ) that is the object of the second approach control. The normal direction of the wall W4) in P2. Hereinafter, the case where the first direction and the second direction are orthogonal will be described based on the example of FIG. 9 , but the present embodiment can also be applied to the case where the first direction and the second direction intersect at any angle. In the example of this figure, the first direction (X-axis direction) is the traveling direction of the traveling unit 2 (the left-right direction in FIG. 5 ), and the second direction (Y-axis direction) is perpendicular to the traveling direction and faces from the ship 200 The direction of the bank 101 (up and down direction in Figure 5). At this time, the unloading part 9 is driven in the first direction (X-axis direction) only by the traveling part 2, and is driven in the second direction (Y-axis direction) by the combination of the traveling part 2 and the revolving frame 5.

The unloading device control unit 307 includes a first direction speed calculation unit 316 that calculates the speed of the unloading unit 9 in the first direction, and a second direction speed calculation unit 317 that calculates the speed of the unloading unit 9 in the second direction. When the approach control application unit 303 does not apply approach control in the corresponding directions, each of the speed calculation units 316 and 317 calculates the trajectory of the unloading unit 9 in the cabin 201 based on the trajectory generated by the trajectory generation unit 306. The unloading amount of the bulk cargo M per unit time by the unloading unit 9 is maintained at a substantially constant speed in each direction. In addition, the trajectory generating unit 306 generates a trajectory of the unloading unit 9 that is kept substantially constant based on the unloading amount of the bulk cargo M detected by the unloading amount detection unit 315 . The unloading amount detection unit 315 may detect changes in the cargo shape of the bulk cargo M in the cabin 201 through the distance sensors 18 and 19 or the image sensor, or may detect the load of the unloading unit 9 or The load is used to calculate the move-out amount.

When the approach control application unit 303 applies approach control in the corresponding directions, each speed calculation unit 316 and 317 also considers the parameters of the approach control set by the approach control setting unit 305 to calculate the speed in each direction. By using the speeds in each direction calculated here, not only the unloading amount by the unloading unit 9 is kept substantially constant based on the trajectory generated by the orbit generating unit 306 and the unloading amount detecting unit 315, but also FIG. 6 and/or FIG. Proximity control as explained in 7.

The unloading device control unit 307 includes a traveling speed calculation unit 318, a swing speed calculation unit 319, a traveling speed command unit 320, and a swing speed command unit 321 in the subsequent stages of the speed calculation units 316 and 317. The walking speed calculation unit 318 and the swing speed calculation unit 319 decompose the speed in the second direction (Y-axis direction) calculated by the second direction speed calculation unit 317 into the walking speed of the walking unit 2 and the speed of the swing frame 5 to achieve the speed. gyration speed. In addition, since the speed in the first direction (X-axis direction) calculated by the first direction speed calculation unit 316 is realized only by the traveling unit 2, it directly becomes the traveling speed. The walking speed command unit 320 outputs the walking speed calculated by the first direction speed calculation unit 316 and/or the walking speed calculation unit 318 as a walking speed command to the walking unit 2 . The swing speed command unit 321 outputs the swing speed calculated by the swing speed calculation unit 319 as a swing speed command to the swing frame 5 .

The approach control in the X-axis direction (first direction) and the Y-axis direction (second direction) in the horizontal plane has been described above, but the same technical concept can also be applied in the vertical direction or any other direction. For example, in the approach control in the vertical direction, the ceiling and the bottom (broadly referred to as "walls") of the cabin 201 are targeted, and the unloading part 9 is driven in the vertical direction by the fluctuation of the boom 7 .

11 and 12 are plan views schematically showing an embodiment of approach control of the unloading portion 9 . FIG. 11 schematically shows that the unloading part 9 of the scooping part 11 is driven toward the wall W4 from one lower left corner to the other lower right corner along the wall W4 and scoops the bulk cargo M near the wall W4. action. Continuing from FIG. 11 , FIG. 12 schematically shows that the scraping part 11 is driven toward the unloading part 9 of the wall W3 from a lower right corner toward the other upper right corner along the wall W3 in a substantially up-down direction and scrapes the wall W3 The movement of nearby bulk cargo M.

In FIG. 11 , when the loading and unloading control of scooping the bulk cargo M near the wall W4 is started through the operator's operation of the CSU 1 or the control of the automatic control program of the unloading unit 9 , the approach control application unit 303 starts to perform the work on the wall W4 Y-axis direction approach control. Therefore, the attachment and detachment control in the X-axis direction is performed while maintaining the distance in the Y-axis direction between the unloading portion 9 and/or the scooping portion 11 and the wall W4 near the target distance D ₀ . In the example of FIG. 11 , as the unloading unit 9 moves from left to right and approaches the wall W3 , the approach control application unit 303 can also perform approach control in the X-axis direction with respect to the wall W3 . In this approach control in the X-axis direction, the target distance D ₀ near the wall W3 is set. In addition, the timing of starting the approach control in the X-axis direction may be the time when the unloading part 9 starts loading and unloading control to the right at the lower left corner of the cabin 201, or it may be the time when the unloading part 9 and the wall W3 start the loading and unloading control in the X-axis direction. The point when the distance becomes less than the predetermined distance. When the unloading part 9 reaches the target position D ₀ of the approach control in the X-axis direction at the lower right corner of the cabin 201 , the scooping part 11 is rotated 90 degrees in the counterclockwise direction in FIG. 11 toward the next scooping target. Wall W3. In order to prevent the rotated scraping part 11 from colliding with the wall W3, the target distance _D0 in the X-axis direction approach control of the wall W3 is set taking into account the size of the rotated scraping part 11 in the X-axis direction.

In FIG. 12 , when the loading and unloading control of scooping the bulk cargo M near the wall W3 is started by the operation of the operator of the CSU1 or the control of the automatic control program of the unloading unit 9 , the approach control application unit 303 starts to control the wall W3 Approach control in the X-axis direction. Therefore, the attachment and detachment control in the Y-axis direction is performed while the distance in the X-axis direction between the unloading portion 9 and/or the scooping portion 11 and the wall W3 is maintained near the target distance D ₀ . In the example of FIG. 12 , the unloading part 9 approaches the wall W2 as it moves from bottom to top. Therefore, the approach control application part 303 can also perform approach control in the Y-axis direction with respect to the wall W2. In this approach control in the Y-axis direction, the target distance D ₀ near the wall W2 is set. In addition, the timing of starting the approach control in the Y-axis direction may be the time when the unloading part 9 starts the upward loading and unloading control at the lower right corner of the cabin 201, or it may be the distance in the Y-axis direction between the unloading part 9 and the wall W2 The point when it becomes below the predetermined distance. When the unloading part 9 reaches the target position D ₀ of the approach control in the Y-axis direction at the upper right corner of the cabin 201 , the scooping part 11 is rotated 90 degrees counterclockwise in FIG. 12 toward the next scooping target. Wall W2. In order to avoid the collision of the rotated scraping part 11 with the wall W2, the target distance _D0 in the Y-axis direction approach control of the wall W2 is set taking into account the size of the rotated scraping part 11 in the Y-axis direction.

The present invention has been described above based on the embodiments. The embodiments are illustrative, and there can be various modifications in the combination of each component or each process, and such modifications are also within the scope of the present invention. This will be understood by those with ordinary knowledge in the art. of.

The present invention is not limited to the bucket elevator type continuous unloader described in the embodiment, but can also be applied to a spiral type continuous unloader or a continuous unloader equipped with an air conveying mechanism.

In addition, the functional structure of each device described in the embodiments can be realized by hardware resources or software resources, or by the cooperation of hardware resources and software resources. As hardware resources, processors, ROM, RAM, and other LSIs can be used. As software resources, programs such as operating systems and applications can be used. This application claims priority based on Japanese Patent Application No. 2022-031394 filed on March 2, 2022. The entire contents of this Japanese application are incorporated by reference into this specification.

1: Uninstall Unit (CSU) 9: Unloading department 11: Shoveling Department 18:Ranging sensor 19:Ranging sensor 201:Cabin 300:Control system 301: Cabin Detection Department 302: Move-out device position detection unit 303: Proximity Control Application Department 304: Distance Comparison Department 305: Approach the control setting part 306:Orbit Generation Department 307: Unloading device control department 308:Alarm Department 309: Move out stop part 311: Target distance setting part 312: Prohibited distance setting part 313:Alarm distance setting part 314: Target distance maintenance interval setting part 315: Move-out amount detection department 316: First direction speed calculation part 317: Second direction speed calculation part 318: Walking speed calculation part 319: Rotation speed calculation part 320: Walking speed command department 321:Swing speed command department

[Fig. 1] is a front view showing the overall structure of the unloading device. [Fig. 2] is a perspective view showing the overall structure of the unloading device. [Fig. 3] is a diagram showing the detailed structure of the unloading unit. [Fig. 4] is a diagram showing the appearance of the distance measuring sensor. [Fig. 5] is a plan view showing an arrangement example of distance measuring sensors. [Fig. 6] is a plan view schematically showing various distances and intervals set in the approach control of the unloading portion. [Fig. 7] Fig. 7 schematically shows the relationship between the position D(t) in the Y-axis direction and the speed _VY in the Y-axis direction during the approach control of the unloading portion. [Figure 8] is a functional block diagram of the control system responsible for proximity control of the unloading unit. [Fig. 9] A plan view schematically showing approach control of the unloading portion. [Fig. 10] Fig. 10 shows a structural example of the unloading device control unit capable of executing approach control of the unloading unit. [Fig. 11] Fig. 11 is a plan view schematically showing an embodiment of approach control of the unloading portion. [Fig. 12] Fig. 12 is a plan view schematically showing an embodiment of approach control of the unloading portion.

7: Boom

9: Unloading department

201:Cabin

D ₀ : target distance

D _AL :Alarm distance

D _C : Approach control starting distance

D(t): distance between unloading part and wall

D _IL : forbidden distance

D _Z+ : The end (distance) of the target distance maintenance interval away from the wall

D _Z- : The end (distance) of the wall close to the target distance maintenance interval

△D: The difference between the distance between the unloading part and the wall and the target distance

W: wall

Claims (18)

An unloading device is provided with: The target distance setting part sets the target distance along the normal direction starting from the wall of the cabin; and The unloading device control unit drives the unloading device in the normal direction so that the distance between the unloading device and the wall approaches the target distance. The unloading device as described in claim 1, wherein, The unloading device control unit drives and maintains the unloading device in the normal direction at a speed equal to or lower than a predetermined upper limit speed in a target distance maintenance section sandwiching the target distance from both sides in the normal direction. within the target distance maintenance range. The unloading device as described in claim 1 or claim 2, wherein, The unloading device control unit sets a distance-dependent speed interval. In the distance-dependent speed interval, the greater the absolute value of the difference between the distance between the unloading device and the wall and the target distance, the greater the increase in the normal direction of the unloading device. speed. The unloading device as described in claim 3, wherein, The distance-dependent speed interval is provided between the position of the target distance and the wall. The unloading device as described in claim 3 or 4, wherein, The target distance setting unit sets the target distance smaller than the approach control start distance when the distance between the unloading device and the wall is less than or equal to a predetermined approach control start distance, The distance-dependent speed section is set between the position of the target distance and the position close to the control start distance. The unloading device as described in any one of claims 3 to 5, wherein, The unloading device control unit drives and maintains the unloading device in the normal direction at a speed equal to or lower than a predetermined upper limit speed in a target distance maintenance section sandwiching the target distance from both sides in the normal direction. Within the target distance maintenance interval, The distance-dependent speed section is provided so as to sandwich the target distance maintaining section from both sides along the normal direction. The unloading device described in any one of claims 1 to 6 further includes: a prohibited distance setting unit that sets a prohibited distance smaller than the target distance in the normal direction from the wall; and The unloading stopping unit stops the control of the unloading device by the unloading device control unit when the distance between the unloading device and the wall is smaller than the prohibited distance. An unloading device as described in any one of claims 1 to 6, It further includes a prohibited distance setting unit that sets a prohibited distance smaller than the target distance in the normal direction from the wall, When the distance between the unloading device and the wall is smaller than the prohibited distance, the unloading device control unit retracts the unloading device from the wall at a speed faster than the driving speed when the distance is equal to or greater than the prohibited distance. The unloading device as described in claim 7 or 8 further includes: an alarm distance setting unit that sets an alarm distance that is less than the target distance in the normal direction from the wall and is equal to or greater than the prohibited distance; and The alarm unit issues an alarm when the distance between the unloading device and the wall is smaller than the alarm distance. The unloading device as described in any one of claims 1 to 9, wherein, A sensor for detecting the distance between the carry-out device and the wall is provided on the carry-out device, The unloading device control unit controls the unloading device based on the distance detected by the sensor. The unloading device as described in claim 10, wherein, The aforementioned sensors include distance measuring sensors that measure distances between objects. The unloading device as described in claim 10 or 11, wherein, The above-mentioned sensors include image sensors that photograph the object to be measured. The unloading device as described in any one of claims 1 to 12, wherein, When the unloading device is driven along the wall, the unloading device control unit drives the unloading device so that the distance from the wall in the normal direction approaches the target distance. The unloading device as described in any one of claims 1 to 13, wherein, The aforementioned cabin is provided with: a first wall having a first normal direction; and a second wall having a second normal direction intersecting the first normal direction, The target distance setting unit sets a first target distance in the first normal direction from the first wall and a second target distance in the second normal direction from the second wall, The unloading device control unit drives the unloading device in the first normal direction so that the first distance between the unloading device and the first wall is close to the first target distance, so that the unloading device is connected to the second wall. The unloading device is driven in the second normal direction so that the second distance is close to the second target distance. An unloading device as described in claim 14, It further includes a distance comparison unit that compares the first distance and the second distance, When the first distance is smaller than the second distance, the target distance setting unit sets the first target distance, and the unloading device control unit follows the first method so as to bring the first distance closer to the first target distance. The unloading device is driven in the linear direction, When the second distance is smaller than the first distance, the target distance setting unit sets the second target distance, and the unloading device control unit follows the second method so as to bring the second distance closer to the second target distance. The unloading device is driven in the linear direction. A control method for an unloading device, which includes: The target distance setting step is to set the target distance along the normal direction starting from the wall of the cabin; and The unloading device control step is to drive the unloading device in the normal direction so that the distance between the unloading device and the wall approaches the target distance. A control program for an unloading device causes a computer to perform the following steps: The target distance setting step is to set the target distance along the normal direction starting from the wall of the cabin; and The unloading device control step is to drive the unloading device in the normal direction so that the distance between the unloading device and the wall approaches the target distance. A control system having: The target distance setting part sets the target distance along the normal direction starting from the wall of the cabin; and The unloading device control unit drives the unloading device in the normal direction so that the distance between the unloading device and the wall approaches the target distance.

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