WO2013122066A1 - Système de calcul de contraintes pour camion à benne - Google Patents

Système de calcul de contraintes pour camion à benne Download PDF

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Publication number
WO2013122066A1
WO2013122066A1 PCT/JP2013/053298 JP2013053298W WO2013122066A1 WO 2013122066 A1 WO2013122066 A1 WO 2013122066A1 JP 2013053298 W JP2013053298 W JP 2013053298W WO 2013122066 A1 WO2013122066 A1 WO 2013122066A1
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WIPO (PCT)
Prior art keywords
stress
dump truck
acceleration
load
calculation system
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Application number
PCT/JP2013/053298
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English (en)
Japanese (ja)
Inventor
泰樹 北
北口　篤
佐藤　隆之
石原　和典
佐々木　崇
田村　克己
秋野　真司
大輔 丹代
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日立建機株式会社
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Application filed by 日立建機株式会社 filed Critical 日立建機株式会社
Publication of WO2013122066A1 publication Critical patent/WO2013122066A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
    • B60P1/04—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with a tipping movement of load-transporting element
    • B60P1/28—Tipping body constructions
    • B60P1/283—Elements of tipping devices

Definitions

  • the present invention relates to a stress calculation system for calculating a temporal change of stress at a predetermined position of a dump truck.
  • the temporal change for example, the temporal change of the stress waveform
  • the predetermined position vehicle evaluation position
  • the temporal change of the stress is calculated, and based on the temporal change of the stress.
  • strength evaluation including life prediction of a dump truck and its component parts.
  • suspension force or acceleration sampled by a pressure sensor attached to a hydraulic suspension cylinder of a dump truck or an acceleration sensor attached to a frame is converted into frequency domain data, and
  • the stress of the vehicle evaluation position in the frequency domain is determined by multiplying the frequency domain data by the transfer function (transfer function in the frequency domain between the suspension force or acceleration and the stress of the vehicle evaluation position) written in the memory. It is described that time domain data (time change) of stress at a vehicle evaluation position is obtained from the stress.
  • the stress of the vehicle evaluation position in the frequency domain is determined by multiplying the sampling data in the frequency domain of the sensor by the transfer function, and the data in the frequency domain is converted to that in the time domain. It is difficult to obtain a highly accurate stress waveform (temporal change of stress). That is, when converting the waveform from the frequency domain to the time domain, the time waveform to be converted is innumerable and not unambiguous, so the accuracy of the finally obtained stress waveform is inferior.
  • the suspension force data or acceleration data alone can not accurately identify the position of the loading platform in operation. It is difficult to calculate the amount of damage in light of the whole: driving ⁇ unloading ⁇ unloading ⁇ loading. That is, when obtaining a stress waveform based on the suspension force (pressure sensor), the cylinder pressure fluctuation for calculating the suspension force includes an error factor of the friction resistance of the cylinder and the oil viscosity, and the road surface inclination and the vehicle vibration are high. It is difficult to measure with accuracy.
  • An object of the present invention is to provide a dump truck stress calculation system capable of calculating with high accuracy the time change of stress occurring at a predetermined position (vehicle evaluation position).
  • the present application includes a plurality of means for solving the above-mentioned problems, for example, storage of data of stress generated at a predetermined position of the dump truck when a plurality of external forces respectively act on the dump truck is mentioned.
  • computing means for estimating temporal changes in stress occurring at the position.
  • the process of converting the frequency domain into the time domain is not included when calculating the time change of the stress of the vehicle evaluation position, the time change of the stress at the vehicle evaluation position can be calculated with high accuracy.
  • BRIEF DESCRIPTION OF THE DRAWINGS The block diagram of the dump truck which concerns on embodiment of this invention.
  • BRIEF DESCRIPTION OF THE DRAWINGS The block diagram of the carrying platform 101 periphery of the dump truck which concerns on embodiment of this invention.
  • BRIEF DESCRIPTION OF THE DRAWINGS The schematic block diagram of the stress calculation system of the dump truck which concerns on embodiment of this invention.
  • FIG. 6 is a view showing an example of a time waveform of acceleration of the vehicle under work detected by the acceleration sensor 110.
  • FIG. 1 is a block diagram of a dump truck according to an embodiment of the present invention
  • FIG. 2 is a block diagram of a periphery of a loading platform 101 thereof.
  • the dump truck shown in FIG. 1 is provided with a frame 102, front wheels 21 rotatably attached at one end to the left and right ends of the front of the frame 102, and two wheels rotatably attached to the left and right ends at the rear of the frame 102.
  • a pair of rear wheels 22 and a loading platform 101 mounted on the frame 102 via a hinge pin 104 so as to be rotatable (reversible) via a hinge pin 104 and for loading a load such as earth and sand or crushed stone are provided.
  • a hoist cylinder 103 connected to the frame 102 and the loading platform 101 is attached.
  • the hoist cylinder 103 extends, the loading platform 101 rises on the frame 102 (stand-up state), and when the hoist cylinder 103 contracts, the loading platform falls on the frame 102 (falling state).
  • the dump truck transports a load such as earth and sand, crushed stone, etc. loaded on the loading platform 101 in the fallen state, then makes the loading platform 101 inclined and lowers the load by transferring the loading platform 101 from the laid down condition to the upright condition. There is. At this time, the tilt angle of the loading platform 101 is measured and monitored by a loading platform tilt sensor (loading platform angle detection means) 112 attached to the vehicle body.
  • a loading platform tilt sensor loading platform angle detection means
  • a cushioning member and a pad 105 are provided which cushion the impact received from the frame 102 when the loading platform 101 falls down.
  • suspension cylinders 23 and 24 are mounted on the dump truck so as to be symmetrical in the left-right direction in order to reduce vibration during traveling.
  • the suspension cylinders 23, 24 are provided with cylinder pressure sensors 43, 44 (see FIG. 3).
  • the cylinder pressure sensors 43 and 44 By means of the cylinder pressure detected by the cylinder pressure sensors 43 and 44, it is possible to estimate the load amount and the load load center position, to monitor the load amount, and to prevent the overload. That is, the cylinder pressure sensors 43 and 44 function as load weight detection means and gravity center position detection means.
  • the dump truck includes an acceleration sensor (acceleration detecting means) 110 for measuring the vibration of the vehicle during work, and a road surface inclination sensor (for measuring the inclination angle of the ground on which the dump truck travels) At least one road surface angle detecting means) 111 is provided.
  • FIG. 3 is a schematic configuration diagram of a dump truck stress calculation system according to the embodiment of the present invention.
  • the stress calculation system includes an arithmetic processing unit (for example, a CPU) 31 as calculation means for executing various programs, and a storage device (for example, a storage means for storing various data including the program).
  • a semiconductor memory such as a ROM, a RAM, and a flash memory
  • a magnetic storage device such as a hard disk drive 32
  • a display device for example, a liquid crystal monitor
  • the arithmetic processing unit 31, the storage unit 32, and the display unit 33 are described as being mounted on the dump truck shown in FIG. 1, these units 31, 32, and 33 are not limited to a plurality of units. It may be mounted on an electronic computer in a control center for managing the operation of dump trucks, and the arithmetic processing unit 31 may execute various processing based on the output from the sensor of each dump truck. The rest may be mounted on the computer in the management center while the unit is mounted on the dump truck. That is, the installation places of the devices 31, 32, and 33 are not particularly limited.
  • the storage device 32 when a plurality of external forces in different directions (for example, vibrations due to the operation of the dump truck, load load) respectively act on the dump truck, predetermined positions of the dump truck (hereinafter, "vehicle evaluation position") Or, data (stress data) of stress occurring in “the evaluation position” may be stored.
  • vehicle evaluation position a load of unit gravitational acceleration (a 1g ) was applied to each of three directions (three axial directions) in the front and rear direction, left and right direction, and vertical direction of the vehicle. Stresses that sometimes occur at the vehicle evaluation position are stored as stress data.
  • the stress data is different for each case where the load load size, the barycentric position of the load, the size of the tilt angle of the load bed 101, and the size of the tilt angle of the traveling road surface of the vehicle are different. Is stored in That is, a plurality of stresses in the above three axial directions having these as parameters are stored in the storage device 32. The stress data is created based on stress measurement results or analysis in an actual machine, and is stored in advance in the storage device 32.
  • the arithmetic processing unit 31 receives output values (detection values) from the bed inclination sensor 112, the cylinder pressure sensors 43 and 44, the acceleration sensor 110, and the road surface inclination sensor 111.
  • the arithmetic processing unit 31 generates stress at the vehicle evaluation position by interpolation or extrapolation based on at least one of the detection values of the various sensors 43, 44, 110, 111, 112 and the stress data stored in the storage unit 32.
  • the process of estimating the time change (time-series stress waveform) of the image is executed (details of the process content will be described later).
  • the display device 33 displays the time change (time-series stress waveform) of the stress of the vehicle evaluation position calculated by the arithmetic processing unit 31 and various information obtained based on this.
  • This type of information includes, for example, the time-series stress waveform at the evaluation position, the maximum stress value, the minimum stress value and the stress amplitude in the stress waveform, the damage amount at the evaluation position, and these statistical values for each worker. Accumulated damage amount at evaluation position, threshold value and target value for stress, good or bad driving operation, road surface condition (whether bad road is generated or not), maintenance time and location (details are described Later).
  • the installation destination of the display device 33 is not particularly limited as described above, in addition to the dump truck and the management center, for example, a loading machine (for example, hydraulic shovel or wheel loader) used when loading a load on the dump truck , It may be installed on a repair machine of the road surface where the dump truck travels.
  • a loading machine for example, hydraulic shovel or wheel loader
  • FIG. 4 is a view showing an example of the load shape of the dump truck.
  • FIG. 4 (a) is a view showing a state in which the load 201 is loaded on the loading platform 101 in an ideal state (when the loading center position is at 5 in FIG. 5 described later)
  • FIG. 4 (b) FIG. 6 is a view showing a state where the load 201 is loaded on the loading platform 101 while being biased forward and left (when the loading center position is at 1 in FIG. 5).
  • a side view is shown on the left, and a cross-sectional view in a plane parallel to the front of the dump truck is shown on the right.
  • the goal is to make the loading shape the ideal condition of (a), but due to the topography of the loading site, mismatching of the loading machine and the transporting machine, the loading operator's ability, etc.
  • the balance of the load before and after, left and right may deviate from the ideal position.
  • FIG. 5 shows a top view of the loading platform 101 of the dump truck.
  • the black dots 1 to 9 in the figure indicate the barycentric position of the load when the load shape is changed.
  • the state of (a) shown in FIG. 4 corresponds to the position 5
  • the state of (b) corresponds to the position 1.
  • the gravity center position of the actual load is indicated by the gravity center mark 11.
  • FIG. 6 is a view showing an example of a stress table of a vehicle evaluation position when unit gravity acceleration (a 1g ) is loaded.
  • the stress table shown in this figure is the one when the loading platform 101 is seated on the frame 102 (loading platform inclination angle: zero), and further, the case where the vehicle is on a flat road surface (road surface inclination angle: zero)
  • a 1g unit gravity acceleration
  • the load 201 is loaded on the inner wall surface of the loading platform 101 when the unit gravitational acceleration (a 1g ) is loaded in the forward direction, the lower direction, and the right direction in the vehicle loaded with the load 201 of the amount (Wmax).
  • the stress of the evaluation position of the vehicle which arises by pressure is shown.
  • the bed inclination angle measured from the sensors 43, 44, 110, 111 and 112 and the load center position. It is characterized in that the time change of the stress of the evaluation part is calculated according to the load amount, the vehicle vibration (acceleration) and the road surface inclination.
  • the arithmetic and control unit 31 shown in FIG. 3 has a primary correction unit 31a for correcting stress based on the bed inclination angle and the load bearing center position, and a secondary correction unit 31b for correcting stress based on the product load amount.
  • the third correction unit 31 c corrects the stress based on the acceleration
  • the fourth correction unit 31 d corrects the stress based on the road surface inclination angle.
  • the storage device 32 stores the stress data of the vehicle evaluation position in advance.
  • the arithmetic and control unit 31 stores in the storage unit 32 the bed inclination angle measured from the bed inclination sensor 112, the current product load core position calculated from the cylinder pressure sensors 43 and 44, and the storage unit 32 in the primary correction unit 31a.
  • a process of calculating primary correction stress is executed by interpolation or extrapolation based on stress data of several points.
  • the stress at the actual barycentric position 11 shifted by zg leftward from the position 5 is given by the following equations (from the stresses ⁇ 1n , ⁇ 2n , ⁇ 4n and ⁇ 5n at the positions 1, 2 and 4, 5 1) Obtained from (2).
  • the following expressions (1) and (2) front, bottom, and right are included in subscript n, and a correction stress is obtained for each of three axial directions.
  • the stress of the load at the actual load center position is It can be estimated as (3).
  • the actual barycentric position 11 is the range of the barycentric position prepared by the stress table (see FIG. If the position 5 is out of the rectangular range defined by the positions 1, 3, 7, 9), it may be obtained by extrapolation approximation. Note that either interpolation or extrapolation may be used for the calculations performed by the secondary correction unit 31 b, the tertiary correction unit 31 c, and the quaternary correction unit 31 d described below. Further, the number of stress data prepared in advance for correction of the load bearing center position is not limited to nine as illustrated, but may be any other number as long as it can be interpolated and extrapolated.
  • the stress table of the actual bed inclination angle is first calculated by correcting the bed inclination angle, and the load table is calculated based on the calculated stress table.
  • the correction based on the above-described load center position may be performed only on the stress.
  • the arithmetic and control unit 31 causes the secondary correction unit 31 b to calculate the secondary correction stress by interpolation or extrapolation based on the product load amount detected by the cylinder pressure sensors 43 and 44 and the primary correction stress.
  • the secondary correction stress is the sum of the stress of the empty load and the load of the load.
  • the load stress of the primary correction stress is the product load amount calculated by the rated maximum load amount (Wmax). Therefore, here, assuming that the actual product load amount calculated from the detection values of the cylinder pressure sensors 43 and 44 is w, the weight coefficient (w / Wmax) obtained by dividing the product load amount w by the rated maximum load amount Wmax is the load Correct by multiplying by stress.
  • the secondary correction stress is a stress obtained by adding the stress of the empty load and the stress of the load corrected by the weight coefficient.
  • the second correction stress takes into consideration the bed inclination angle, the load center position, and the load amount to the stress generated at the vehicle evaluation position when the unit gravitational acceleration (a 1g ) is loaded.
  • the suffix n includes the front, the bottom, and the right, and the correction stress is obtained for each of the three axial directions.
  • the arithmetic and control unit 31 causes the third-order correction unit 31 c to take into account the vehicle vibration generated during vehicle operation by interpolation or extrapolation based on the acceleration detected by the acceleration sensor 110 and the second-order correction stress. Execute processing to calculate the correction stress.
  • FIG. 7 is a view showing an example of the time waveform of the acceleration of the vehicle under work detected by the acceleration sensor 110.
  • the acceleration here considers relative acceleration. That is, only the motion vibration during the operation is considered with reference to the stop state without considering the gravitational acceleration. For example, each of a pre-measured values of the acceleration in the three axial directions at time t 1, a bottom, and a right (see FIG. 7).
  • the third-order correction stress is a stress of a vehicle vibration component during work, and does not include the influence of inertial acceleration due to the road surface inclination described later. If the acceleration to be measured is absolute acceleration, it is possible to simultaneously evaluate the influence of the inertial acceleration due to the road surface inclination, but in order to grasp the traveling road surface condition, it is preferable to separately obtain the influence of the vehicle vibration and the road surface inclination.
  • the arithmetic and control unit 31 causes the fourth-order correction unit 31 d to apply an inertial acceleration applied to the vehicle body due to the road surface inclination by interpolation or extrapolation based on the road surface inclination detected by the road surface inclination sensor 111 and the second correction stress.
  • a process of calculating fourth-order correction stress in consideration of the influence of (for example, gravitational acceleration) is executed.
  • FIG. 8 shows a schematic view when the dump truck travels on a sloped road surface.
  • the vehicle is on the upward slope of the inclination angle ⁇ 1 with respect to the flat road surface (the road surface at the time of stress data calculation), and the inertial acceleration (a G ) indicated by the solid arrow is in the vertical direction It is loaded at an angle theta 2 Te. Therefore, the stress (fourth order correction stress) that this inertial acceleration exerts on the vehicle evaluation position is expressed by the following equation.
  • the arithmetic and control unit 31 finally calculates the stress generated at the evaluation position at the time of the actual operation of the vehicle by adding the third correction stress and the fourth correction stress described above (see equation (7)).
  • the stress at the evaluation position corresponding to the bed inclination angle, the load center position, the load amount, the vehicle body vibration (acceleration), and the road surface inclination at a certain point in operation.
  • the time change of the stress which arises in a vehicle evaluation position can be computed. Therefore, according to the present embodiment, the step of converting the frequency domain into the time domain is not included in calculating the time change of the stress at the vehicle evaluation position, so the time change of the stress at the vehicle evaluation position can be made with high accuracy. It can be calculated.
  • the acceleration sensor 110, the cylinder pressure sensor 43, and the acceleration pressure are treated as variables from the viewpoint of improving the accuracy of the stress finally calculated. 44.
  • the time change of the stress at the vehicle evaluation position was calculated by performing the first to fourth corrections.
  • the remaining one is treated as a constant to simplify the correction and calculate the time change of stress. good.
  • the time change of the stress of the vehicle evaluation position may be calculated by interpolation or extrapolation based on the stress data and at least one of the detection values of the various sensors 110, 111, 112, 43, 44.
  • the first correction, second correction, and fourth correction are omitted by substituting predetermined constants for the load amount, the load center position, the loading angle, and the road surface inclination angle, and only based on the detection value of the acceleration sensor 110.
  • the stress at the vehicle evaluation position may be calculated (that is, only the third-order correction is performed).
  • any one of the load amount, the bed inclination angle and the road surface inclination angle is detected by the sensor and the acceleration is detected by the sensor 110, and for the remaining ones, the stress is calculated by substituting a predetermined constant. (Ie, only one of the first correction, the second correction, and the fourth correction and the third correction may be performed). Furthermore, only the correction based on the position of the center of gravity in the first correction, the second correction, and the third correction may be performed.
  • stress data is used when the vehicle is on a flat road surface
  • the load amount is the rated maximum load amount Wmax
  • the load acceleration is unit gravity acceleration, but other road surface slopes, load loads and load accelerations It goes without saying that a stress table created using it may be used.
  • the stress waveform at the time of load traveling can be calculated by repeating the above-mentioned first correction, third correction and fourth correction.
  • the weight coefficient (w / Wmax) shown in the explanation of the second correction becomes zero and the stress of the load is omitted.
  • the final stress is calculated. That is, also in this case, the stress waveform can be calculated.
  • FIG. 9 shows an example of a stress waveform at a vehicle evaluation position at the time of loading work.
  • the load center position and the amount of load change mainly, and in particular, a large impact load (loading impact) tends to occur at the initial stage of loading (first and second cups).
  • the stress waveform can be calculated by interpolation or extrapolation of the stress data shown above with respect to changes in the load center position and the load amount.
  • the impact vibration given to the vehicle by loading may differ depending on the type of load 201 and the loading amount on the loading platform 101 and the loading and unloading position. Therefore, it is difficult to approximate the actual stress waveform only by interpolation or extrapolation of the stress data.
  • an impact coefficient (first impact coefficient) for calculating a stress generated when loading a load onto the loading platform 101 is used.
  • the relationship between the acceleration waveform by the acceleration sensor 110 at the time of loading and the impact coefficient at the evaluation position is obtained in advance, and the impact coefficient is stored in the storage device 32.
  • the stress at loading is calculated by multiplying the stress at loading (stress value estimated by interpolation or extrapolation of stress data) calculated based on each sensor value by the impact coefficient. .
  • FIG. 10 is a schematic view showing an example of operation at unloading
  • FIG. 11 is an example of a stress waveform at an evaluation position at unloading.
  • the states of the loading platform at times a to e in FIG. 11 correspond to the states a to e shown in FIG.
  • the state of the time c is divided and shown just before earth release and right after earth release.
  • the loading platform 101 Before unloading (time a), the loading platform 101 is seated on the frame 102 in a loading state.
  • the hoist cylinder 103 At the initial unloading stage (time b), the hoist cylinder 103 is extended and the loading platform 101 rotates about the hinge pin 104, and the seating state is gradually shifted to the standing state.
  • the load 201 slips off from the loading platform 101 (time c: immediately after releasing the soil).
  • the loading platform 101 is rotated until the maximum inclination angle is reached (time d).
  • the hoist cylinder 103 is contracted, the loading platform 101 gradually returns from the standing posture to the sitting posture, and finally comes into the sitting state (time e).
  • the stress waveform at the evaluation position before the load at time a to time c starts to drop can be regarded as stress calculation of the load state, it can be calculated by interpolation or extrapolation of the stress data shown above.
  • the stress waveform at the evaluation position from the point of time c when the load is exhausted to the point of time e can also be regarded as an empty load stress, it can be calculated by the method described above.
  • an impact load may occur when a load falls, it is difficult to approximate an actual stress waveform only by interpolation or extrapolation of stress data as in the case of loading. Therefore, here too, the impact coefficient (second impact coefficient) for calculating the stress generated when the load drops from the loading platform 101 is used.
  • the relationship between the acceleration waveform by the acceleration sensor 110 at the time of loading and the impact coefficient at the evaluation position is obtained in advance, and the impact coefficient is stored in the storage device 32.
  • the stress at the time of unloading is calculated by multiplying the said impact coefficient by the stress difference at the time of loading and the empty load at the bed inclination angle of time c.
  • FIG. 12 is a schematic diagram showing one cycle of work (loading, loading travel, unloading and empty travel) by the dump truck
  • FIG. 13 is a stress waveform at the evaluation position when one cycle of work is performed
  • the dump truck repeats the operation of (1) loading ⁇ (2) loading travel ⁇ (3) unloading ⁇ (4) empty loading ⁇ (1) loading ... but during each operation
  • the stress at the evaluation position can be determined by the method described above. This makes it possible to extract a stress waveform corresponding to a work of one cycle from the stress waveform of the evaluation position acquired during the work.
  • maximum stress value, minimum stress value, maximum stress amplitude and damage amount in one cycle can be calculated, stored and managed.
  • the amount of damage in the above can be calculated, for example, using a known method such as stress frequency analysis by rain flow method and cumulative damage rule by minor rule.
  • the arithmetic processing unit 31 calculates at least one of the maximum stress value, the minimum stress value, the stress amplitude and the damage amount at the evaluation position based on the time-series stress waveform obtained by the above method, and further, It is determined whether at least one of the calculated values exceeds a threshold.
  • the display unit 33 displays that effect.
  • the threshold values used here are set to the maximum stress value, the minimum stress value, the stress amplitude and the damage amount, respectively.
  • FIG. 14 is a line graph showing transition of the amount of damage for each cycle of work by the dump truck.
  • Fig. 15 shows the average of the damage amount of the last 5 cycles by the worker currently on board the dump truck, the average value of the damage amount of 1 cycle of other workers, and the work of the transition of the damage amount per cycle It is the figure which showed the average value of the amount of damage for 1 whole of a person by a bar graph.
  • the threshold value of the amount of damage is indicated by an alternate long and short dashed line, and the target value of the amount of damage is indicated by a dotted line.
  • the threshold of the amount of damage for example, there are a threshold for notifying that a bad road exists in the traveling route of the dump truck, and a threshold for notifying an indication of the arrival of a maintenance time.
  • the former threshold is a threshold for the amount of damage for one cycle
  • the latter is a threshold for the cumulative amount of damage from the start of use of the dump truck.
  • the threshold shown in FIG. 14 is the former one.
  • the target value of the amount of damage relates to the operation target and skill evaluation of the worker who is on board, for example, the average value of the amount of damage by a worker having an exemplary skill and the amount of damage for all workers. The average value of is available.
  • the graphs shown in FIGS. 14 and 15 may be displayed on the display device 33, for example, as shown in FIG.
  • the arithmetic processing unit 31 warns the worker. In order to evoke, a process of displaying on the display device 33 that the amount of damage exceeds the target value is executed. In the example shown in FIGS. 14 and 15, since the amount of damage caused by the operator while riding the dump truck exceeds the target value, a warning display 35 (see FIG. 16) that the amount of damage exceeds the target value Is displayed on the display device 33.
  • the arithmetic processing unit 31 It is determined that the road surface condition is deteriorated, and a process of displaying on the display device 33 that a bad road has occurred in the dump truck's passage or that the road surface needs to be repaired is executed. At this time, a portion estimated to be a rough road may be specified from the stress waveform, and the estimated portion may be displayed on the display device 33. In FIGS. 14 and 15, since the damage amount exceeds the threshold in the cycles denoted by 3 and 4 in the drawings, at this time, it is displayed on the display device 33 that a rough road is generated.
  • the arithmetic processing unit 31 executes a process of displaying on the display device 33 that maintenance time has arrived. At this time, a portion requiring maintenance based on the evaluation position may be displayed together with the effect of the maintenance time.
  • reported that the target value and threshold value exceeded was displayed on the display apparatus 33 in the above, was demonstrated, you may alert
  • a series of work cycles including unloading, taking into account vehicle body vibration, loading platform inclination, road surface inclination, loading condition (loading ⁇ loading travel ⁇ unloading ⁇ empty load traveling) It becomes possible to estimate the stress waveform of the middle vehicle body evaluation part with high accuracy. As a result, it is possible to calculate the amount of damage with higher accuracy for each work cycle, and it becomes possible to more accurately compare the operator's driving quality and grasp the rough road surface occurrence situation. Furthermore, based on the accumulated value of the damage amount of the dump truck, it is possible to more accurately notify the remaining life, maintenance time and place of the part etc.
  • 21 front wheel, 22: rear wheel, 23: suspension cylinder (front), 24: suspension cylinder (rear), 31: arithmetic processing unit (computing means), 32: storage unit (storage means), 33: display unit (notification Means: 43, 44: cylinder pressure sensor, 101: cargo bed, 102: frame, 103: hoist cylinder, 104: hinge pin, 110: acceleration sensor, 111: road surface inclination sensor, 112: cargo bed inclination sensor, 201: load

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  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention porte sur un système de calcul de contraintes pour un camion à benne, lequel système comporte : un dispositif de stockage (32) pour stocker des données concernant des contraintes créées dans des positions d'évaluation de véhicule sur le camion à benne quand une pluralité de forces externes sont respectivement appliquées au camion à benne ; un capteur d'accélération (110) pour détecter la direction et la grandeur des forces externes appliquées au camion à benne ; et une unité de traitement de calcul (31) pour estimer le changement de temps dans les contraintes créées dans les positions d'évaluation de véhicule par l'utilisation d'une interpolation et d'une extrapolation basées sur la valeur détectée par le capteur d'accélération et les données de contraintes stockées dans l'unité de stockage. Par conséquent, le changement de temps dans les contraintes créées dans des positions prescrites (positions d'évaluation) peut être calculé avec un degré de précision élevé.
PCT/JP2013/053298 2012-02-13 2013-02-12 Système de calcul de contraintes pour camion à benne WO2013122066A1 (fr)

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JP2012028691A JP2013164396A (ja) 2012-02-13 2012-02-13 ダンプトラックの応力演算システム
JP2012-028691 2012-02-13

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Cited By (4)

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WO2015132838A1 (fr) * 2014-03-03 2015-09-11 株式会社日立製作所 Procédé et dispositif pour afficher une fatigue de matériau de machine
WO2021001024A1 (fr) * 2019-07-02 2021-01-07 Volvo Construction Equipment Ab Procédé de détermination d'un état d'un agencement de benne basculante
CN114779605A (zh) * 2022-04-26 2022-07-22 鞍钢集团矿业有限公司 基于霍尔传感器的卡车卸车识别与时间计算方法和装置
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