JP2010149555A - Luggage compartment management system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a luggage compartment management system capable of preventing load collapse or a problem related to that by detecting changes of loading weight in a luggage compartment of a freight vehicle. <P>SOLUTION: The luggage compartment management system includes a plurality of pressure sensors 3 disposed on a luggage compartment floor surface 21, and a control device 50 to which measured results of the pressure sensors 3 are input. The control device 50 has a function detecting changes of weight distribution in the luggage compartment according to fluctuations of the detection result of each pressure sensor 3. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a system for preventing inconvenience such as collapse of a load by monitoring a load state of a load in a luggage compartment of a so-called van type lorry.

A van type truck, which is a commercial vehicle, does not allow the driver to check the luggage in the luggage compartment directly from the driver's cab.
In the case of a van type truck, in order to check the luggage while traveling, it is necessary to stop the vehicle, get off the vehicle, go around the back of the cargo compartment, open the rear door of the cargo compartment and check it.

In addition, when the vehicle receives vibration from the road surface or sudden braking while traveling, the cargo may collapse or the load may move on the floor of the cargo room. Such load collapse and load movement may cause a situation such as a change in the center of gravity in the cargo compartment, which affects steering, and hinders vehicle travel.
However, for the reasons described above, there is a problem that the situation in the cargo compartment cannot be grasped unless the driver gets out of the vehicle.

As another conventional technique, a technique for calculating the load weight of the loading platform and the amount of movement of the center of gravity based on the output of the load sensor and detecting the possibility of collapse of the load has been proposed (see Patent Document 1).
However, in the related art (Patent Document 1), it is essential to calculate the amount of movement of the center of gravity, which requires complicated control. Also, if the cargo is relatively large, the possibility of collapse of the cargo can be detected from the amount of movement of the center of gravity.However, if a large amount of cargo with small weight is loaded, depending on the number of packages moved and the mode of movement, Even if the bag has moved, the center of gravity of the entire baggage does not move, and the possibility of collapse of the baggage may not be detected despite the baggage moving.

Also, a system that manages the operation of the vehicle by sending information to the vehicle-mounted computer from the vehicle-mounted computer, and sending the information from the vehicle-mounted computer to the sales office computer so that the vehicle status changes at the sales office. Is also disclosed (see Patent Document 2).
However, this prior art (Patent Document 2) is not intended to prevent the collapse of the load and cannot solve the above-described problems.

As another conventional technique, there is a technique for notifying the driver when a rollover risk area is entered by providing load sensors on the left and right of the front and rear axes, and displaying the center of gravity and the balance between the left and right. Exists (see Patent Document 3).
This technique (Patent Document 3) is a useful technique, but is intended to prevent the vehicle from rolling over, and is not intended to prevent the collapse of the load.

In addition to this, a technique has been proposed in which the gear operation position and the engine speed in the travel route are calculated by using a vehicle navigation system so that the fuel consumption becomes the best (see Patent Document 4).
However, this technique (Patent Document 4) is a technique related to fuel saving, and does not contribute to prevention of cargo collapse.
Japanese Patent Laid-Open No. 10-100733 Japanese Patent Laid-Open No. 9-50548 Japanese Patent Laid-Open No. 11-2558 JP 2007-248185 A

  The present invention has been proposed in view of the above-described problems of the prior art, and can detect a change in load weight or load form in a cargo compartment of a truck to prevent a load collapse or a related problem. The purpose is to provide a cargo room management system.

The cargo compartment management system of the present invention includes a plurality of pressure sensors (3) arranged on the cargo compartment floor (21), and a control device (50: cargo compartment management unit) to which the measurement results of the pressure sensors (3) are input. The control device (50) is characterized in that it has a function of detecting a change in weight distribution in the cargo compartment based on fluctuations in detection results of the individual pressure sensors (3). .
The control device (50) preferably has a function of determining that an abnormality has occurred when a change in weight distribution exceeds a weight distribution change threshold (for example, 10 kg) (Claim 2). .

Here, the control device (50) has a function of calculating the total weight (loading amount) of the load based on the output of the pressure sensor (3), and a function of detecting that when the total weight of the load fluctuates. (Claim 3).
The control device (50) preferably has a function of determining that an abnormality has occurred when the fluctuation amount of the total weight of the luggage exceeds a total weight fluctuation threshold value (for example, 10 kg) ( Claim 4).

In the present invention, a photographing device (for example, the surveillance camera 4) for photographing the video of the cargo compartment (2) and a display device (for example, the display 5) for displaying the photographed video of the cargo compartment (2) on the driver's seat side. ) Is preferably provided (Claim 5).
In this case, when the control device (50) determines that there is an abnormality, it is preferable to display the cargo room image captured by the imaging device (4) on the driver's seat side by the display device (5).

  Moreover, in this invention, it has the vehicle speed sensor (9) which detects the vehicle speed of a freight car (1), and a control apparatus (50) is based on the measurement result of a vehicle speed sensor (9), and the amount of freight vehicles (1). It is preferable to have a function of determining whether the vehicle is stopped or traveling (claim 6).

  Furthermore, in this invention, it has a sensor (cargo door switch 10) which detects that the door (23) of the cargo compartment (2) was opened and closed, and the control apparatus (50) is the sensor (cargo compartment door). From the time when the switch 10) transmits a signal indicating that the door (23) of the cargo compartment (2) is opened to the time when the signal indicating that the door (23) of the cargo compartment (2) is closed is transmitted. It is preferable to have a function of determining that the work is performed in the cargo compartment (2).

According to the present invention having the above-described configuration, the weight distribution in the cargo compartment (2) can be grasped by the plurality of pressure sensors (3) arranged on the cargo compartment floor (21). 2) If the baggage moves unexpectedly within this area and there is a risk of collapsing, it is possible to grasp that fact.
As a result, the driver can prevent load collapse and various inconveniences associated therewith.

  Further, according to the present invention, since the total weight (loading amount) of the load is calculated based on the output of the pressure sensor (3), it can be detected when the total weight of the load fluctuates. 3) The management of the load weight is automated, reducing the work load.

Furthermore, according to the present invention, with respect to the operation management system, the operation of “setting of loading / unloading work” which has been conventionally performed manually by the driver can be automated.
And by memorize | storing the load amount calculated in the control apparatus (50), it becomes possible on the operation manager side to read the information regarding a load amount.
In addition to this, according to the present invention, by outputting the information on the loading amount to the system that supports the fuel-saving driving, the fuel-saving driving support system can more accurately grasp the weight of the entire vehicle, Improves the accuracy of advice on fuel efficient driving.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
In FIG. 1, the cargo room management system, indicated by the reference numeral 100, includes a plurality of pressure sensors 3, a monitoring camera 4, a display device 5, an ignition switch 6, a battery 7, a neutral sensor 8, a vehicle speed sensor 9, and a luggage compartment door switch. 10 and a luggage compartment management unit 50 which is a control means.
In FIG. 1, two monitoring cameras 4 are installed on the ceiling portion above the front wall in the luggage compartment 2 and above the rear door 23, and the display device 5 is installed beside the driver's seat.

The plurality of pressure sensors 3 are arranged so as to cover the entire floor surface 21 in the luggage compartment 2 of the vehicle (van type truck in the illustrated example) 1.
FIG. 2 is a top view of the floor surface 21 of the cargo compartment 2 of the vehicle 1, and FIG. 3 shows a cross section of the floor of the cargo compartment 2. As shown in FIG. 2, on the upper surface of the floor surface 21, in the illustrated example, four pressure sensors 3 per row are laid so that 12 rows (A row to L row) cover the entire floor surface 21. It has been. Here, the A row side is the front side of the vehicle.
As shown in FIG. 3, the pressure sensor 3 having the sensor main body 31 covered with the sensor upper surface panel 32 is spread on the floor surface 21, and the plurality of sensors 3 are entirely covered with the waterproof sheet 22.

  Returning to FIG. 1, the pressure sensor 3 is connected to the luggage compartment management unit 50 by the input signal line Li. In FIG. 1, for the sake of simplicity, one pressure sensor 3 is illustrated as being connected to the cargo compartment management unit 50, but in reality, all of the plurality of pressure sensors 3 and the cargo compartment management unit 50 are illustrated. And are connected.

The cargo compartment management unit 50 is connected to two surveillance cameras 4, an ignition switch 6, a transmission neutral position sensor (hereinafter referred to as a neutral switch) 8, a vehicle speed sensor 9, and a cargo compartment door switch 10 by an input signal line Li. Has been.
The cargo compartment management unit 50 is connected to the display device 5 via the control signal line Lo, and is connected to the battery 7 via the power supply line Le.

  The cargo compartment management unit 50 has a function of detecting a change in the weight distribution of the cargo in the cargo compartment 2 based on fluctuations in the detection results of the individual pressure sensors 3. The cargo compartment management unit 50 has a function of determining that an abnormality has occurred when a change in the weight distribution of the load exceeds a weight distribution change threshold (for example, 10 kg).

  Furthermore, the cargo compartment management unit 50 is connected to a transmission device 11 for transmitting data to the outside, for example, an operation management office.

FIG. 4 shows an outline when there is no change in the position of the load as “(1)”, and the measurement results (value of the weight of the load) of the pressure sensor 3 at the time when T1 time elapses and when T2 time elapses. (2) ”.
In FIG. 4, as indicated by “(1)”, the position of the 200 kg load when T1 time has elapsed is the position where the pressure sensors C2, C3, D2, and D3 are attached, and this position is It shows that there is no change even after the time T2 elapses, that is, there is no collapse of the load and no movement of the position of the load.

FIG. 5 shows an outline of when the load collapse occurs as “(1)”. The pressure sensor 3 before the load collapse occurs (when the time T1 elapses) and after the load collapse occurs (when the time T2 elapses). The measurement result is indicated by “(2)”.
As indicated by “(1)” in FIG. 5, the position of the load having a total weight of 200 kg when T1 time has elapsed (before the occurrence of load collapse) is the position where the pressure sensors C2, C3, D2, and D3 are attached. However, after the time T2 (after the collapse of the load), the load is dissipated due to the collapse of the load and moved to the sensor positions A4, B2, B3, and B4.

For example, FIG. 6 shows an outline of the case where the entire load is moved so as to slide in the cargo room because, for example, sudden braking is performed, and the movement before and after the entire load moves so as to slide in the cargo room. The measurement result of the pressure sensor 3 after this is indicated by “(2)”.
As indicated by “(1)” in FIG. 6, the load of 200 kg in total at the position where the pressure sensors C2, C3, D2, and D3 are attached is shifted to the front of the vehicle, and the pressure sensors A2, A3, B2, It has moved to the position where B3 is pasted.

FIG. 7 shows an outline of a case where a load of a total amount of 270 kg moves in an oblique direction by sudden braking while the vehicle is being steered (turning to the right), for example, “(1)”. The measurement result of the pressure sensor 3 before and after moving is indicated by “(2)”.
The moving direction of the load in the case of FIG. 7 is the arrow direction “(1)”, and the load is moving obliquely from the region E1 surrounded by the solid line to the region E2 surrounded by the broken line.

The cargo compartment management unit 50 not only has a function of detecting a change in the weight distribution of the cargo in the cargo compartment 2 but also calculates the total cargo weight (loading amount) based on the output of the pressure sensor 3. And a function for detecting when the total weight of the load fluctuates.
The cargo compartment management unit 50 has a function of determining that an abnormality has occurred when the fluctuation amount of the total weight of the cargo exceeds a total weight fluctuation threshold value (for example, 10 kg).

When the cargo handling operation is completed, the cargo compartment management unit 50 indicates that the driver has left the cargo when the total weight of the scheduled cargo stored in the cargo compartment management unit 50 is not reached. It is configured to warn by the omitted voice alarm means.
In addition to this, when the vehicle is stopped by a stop signal or the like during operation, the cargo compartment management unit 50 fluctuates beyond a threshold value (for example, 10 kg) compared to the total weight of the load measured last time. In such a case, it has a function to warn when it is judged that a load has dropped, left behind, or other abnormality has occurred.

When it is determined that there is an abnormality in the cargo in the cargo compartment 2, the cargo compartment management unit 50 is configured to display an image of the cargo compartment photographed by the monitoring camera 4 on the driver's seat side by the display device 5. Yes.
The cargo compartment management unit 50 also has a function of determining whether the vehicle amount 1 is stopped or traveling based on the measurement result of the vehicle speed sensor 9.
The load weight and the weight distribution are measured after the vehicle 1 has been stopped for a predetermined time, for example, 10 minutes or more.

  Furthermore, the luggage compartment management unit 50 transmits a signal that the door 23 of the luggage compartment 2 is closed after the luggage compartment door switch 10 transmits a signal that the door 23 of the luggage compartment 2 is opened. In the meantime, it has a function of determining that work (loading, unloading, etc.) has been performed in the cargo compartment 2.

Next, with reference to FIG. 8, cargo room management of the cargo compartment management system 100 when the vehicle 1 is stopped (strictly before traveling) will be described.
In FIG. 8, if the ignition switch 6 is turned on by a driver (or an operator) (step S1), the luggage compartment management unit 50 determines whether the vehicle stop time is a predetermined time (for example, 10 minutes) or more. Is determined (step S2).
When the vehicle stop time has elapsed for a predetermined time or more (step S2 is YES), the load weight of the luggage compartment 2 and its distribution are measured by the pressure sensor 3 (step S3).

In step S <b> 4, the current load weight of the cargo compartment 2 and its distribution are displayed on the monitor screen of the display device 5.
In FIG. 8, step S5 is a process executed by the driver. The neutral switch 8 which is a switch for detecting the neutral of the gear is activated, and the door switch 10 of the cargo compartment is activated.

In step S6, the luggage compartment management unit 50 determines whether the vehicle 1 is stopped and the door 23 of the luggage compartment 2 is opened.
If the vehicle 1 is stopped and the door 23 of the cargo compartment 2 is opened (YES in step S6), the process proceeds to step S7.
In step S7, a driver or a worker performs operations related to cargo handling, that is, loading, unloading, checking of loads, and the like.

In step S8, the cargo compartment management unit 50 determines whether or not the cargo compartment 2 is closed by a signal from the door switch 10. If the cargo compartment is closed (YES in step S8), the floor surface 21 of the cargo compartment 2 is determined. The load weight and its distribution state are measured by the pressure sensor 3 installed in (Step S9). Then, the process proceeds to step S10.
In step S10, it is determined whether or not there is a change in the loading amount greater than a predetermined value, for example, a change in 10 kg or more. If there is a change in weight more than a predetermined value (YES in step S10), the process proceeds to step S11, and the cargo compartment management unit 50 displays the state after loading or unloading performed in step S7 on the monitor screen of the display device 5. To finish the control.

If there is no change in the loaded weight by more than a predetermined weight (NO in step S10), the process proceeds to step S12.
In step S12, the luggage compartment management unit 50 determines whether or not the weight distribution on the floor surface 21 has a predetermined change or more (for example, a distribution change of 10 kg or more).
If there is a change in the weight distribution more than a predetermined value (YES in step S12), the process proceeds to step S13, and the luggage compartment management unit 50 displays the state after the change in weight distribution on the monitor screen of the display device 5, and then performs control. finish.

  If there is no predetermined change or more in the weight distribution (NO in step S12), the process proceeds to step S14, the current load weight of the cargo compartment 2 and its distribution are displayed on the monitor screen of the display device 5, and the control is terminated.

  FIG. 8 illustrates the luggage compartment management of the luggage compartment management system 100 when the vehicle 1 is stopped. However, in FIG. 9, the load during the traveling of the vehicle 1 (until the vehicle starts traveling from the stopped state and stops again). Explain room management.

In FIG. 9, when the driver first turns on the ignition switch 6 (step S21), the luggage compartment management unit 50 determines whether or not there is a vehicle speed signal from the vehicle speed sensor 9 in step S22. If there is a vehicle speed signal (YES in step S22), it is determined that the vehicle 1 is traveling (step S23), and the process proceeds to step S25.
On the other hand, if there is no vehicle speed signal (NO in step S22), it is determined whether a predetermined time (for example, 10 minutes) has elapsed (step S24). If the predetermined time has elapsed (YES in step S24), the vehicle It is determined that 1 should shift to luggage room management of the luggage room management system 100 when the vehicle is stopped, and the process proceeds to step S3 in FIG.

In step S25 of FIG. 9, the luggage compartment management unit 50 determines whether the vehicle speed signal is 0 km / h based on information from the vehicle speed sensor 9 (whether the vehicle 1 is stopped by a stop signal, for example). Judging.
If the vehicle speed signal is 0 km / h (the vehicle 1 is in a stopped state: YES in step S25), it is determined that the vehicle is stopped (step S26). Then, the process proceeds to step S27.

In step S <b> 27, the cargo compartment management unit 50 measures the loaded weight and its distribution by the pressure sensor 3 that is stretched on the floor 21 in the cargo compartment 2.
Then, the measured load weight is compared with the previously measured load weight (step S28).

  In step S29, as a result of comparing the measured load weight with the previously measured load weight, it is determined whether there is a change greater than a predetermined weight (for example, 10 kg). If there is no change in weight more than a predetermined value (NO in step S29), the process proceeds to step S30, the driver is informed of the state in the cargo compartment 2, that is, there is no abnormality, and the process proceeds to step S32.

  On the other hand, as a result of comparing the load weight measured this time with the load weight measured last time, if there is a weight change more than a predetermined value (YES in step S29), it is determined that the baggage dropped or other inconvenience occurred, In step S31, the driver is warned that there is an abnormality in the luggage compartment. Then, the process proceeds to step S32.

In step S32, the luggage compartment management unit 50 compares the loaded weight distribution measured in step S27 with the previously measured loaded weight distribution.
Then, the process proceeds to step S33, where the load weight distribution measured in step S27 and the previously measured load weight distribution S32 are compared, and a change in weight distribution of a predetermined weight (for example, 10 kg) or more (meaning movement of the load position). Judge whether there is.

The loaded weight distribution measured in step S27 is compared with the previously measured loaded weight distribution. If the weight distribution does not change by more than a predetermined weight (NO in step S33), the process proceeds to step S34, and the cargo compartment management unit 50 Informs the driver that there is no abnormality in the cargo compartment state via a voice alarm device (not shown) (or the monitor screen of the display device 5), and proceeds to step S36.
If the load distribution measured in step S27 is compared with the previously measured load weight distribution, and there is a change in the weight distribution by more than a predetermined weight (YES in step S33), the luggage compartment management unit 50 determines whether It is determined that an abnormality has occurred and the loading position in the cargo compartment has changed. Then, the process proceeds to step S35, and the driver is notified (warned) that an abnormality has occurred in the cargo compartment state by a voice alarm device (not shown) or the monitor screen of the display device 5, and the process proceeds to step S36.

In step S36, the cargo compartment management unit 50 receives information from the neutral switch 8 and the cargo compartment door switch 10, and determines whether the vehicle is stopped and the door 23 of the cargo compartment 2 is open. If the vehicle is stopped and the door 23 of the cargo compartment 2 is opened (YES in step S36), the driver or the operator performs a liquid load operation (loading, unloading, checking of loading, etc.) ( Step S37).
Thereafter, in step S38, it is determined whether or not the door 23 of the luggage compartment 2 is closed based on information from the luggage compartment door switch 10 (step S38).

  Here, in addition to normal loading and unloading, the loading and unloading work in step S37 includes confirmation that there has been a collapse of the load in the cargo room, and an operation of arranging the load when there is a collapse of the load.

 If the door 23 of the luggage compartment 2 is closed (YES in step S38), the luggage compartment management unit 50 cancels the warning to the driver issued in S35 and terminates the control in step S39.

According to the luggage compartment management system 100 according to the embodiment described above, the weight distribution of the load in the luggage compartment 2 can be grasped by the pressure sensor 3 disposed on the cargo compartment floor 21. If the baggage moves unexpectedly and there is a risk of collapsing, it is possible to grasp that fact.
As a result, the driver can prevent load collapse and various inconveniences associated therewith.

  In the illustrated embodiment, since the load amount of the load is calculated based on the output of the pressure sensor 3 and the fact that the total weight of the load fluctuates can be detected, the load weight management is automated. This reduces the work load. Alternatively, forgetting to handle can be avoided if the loading weight before and after the cargo handling to be handled is input in advance.

Further, in the illustrated embodiment, the operation of “setting of loading / unloading work” (conventional manual operation of the driver) related to the operation management system can be automated.
Then, by storing the load amount calculated by the luggage compartment management unit 50, it becomes possible for the operation manager to read out information related to the load amount.
In addition, by outputting information on the load capacity to a system that supports fuel-saving driving, the fuel-saving driving support system can more accurately grasp the weight of the entire vehicle, so the accuracy of advice on fuel-saving driving can be improved. improves.

 The illustrated embodiment is merely an example, and is not intended to limit the technical scope of the present invention.

The block diagram explaining the structure of embodiment of this invention. The top view which showed the pressure sensor used in embodiment, and its installation method. Sectional drawing in the pressure sensor used in embodiment, and its installation place. The state diagram when the detection result of the pressure sensor 3 at the time when a predetermined time has passed is shown and the load does not collapse or the position of the load does not move. The state figure in case the load collapse | eliminates by showing the detection result of the pressure sensor 3 when predetermined time passed. The state figure which showed the detection result of the pressure sensor 3 when predetermined time passed, and the load shifted and moved forward. The state figure which showed the detection result of the pressure sensor 3 at the time of predetermined time, and the load moved diagonally forward. The flowchart explaining the luggage compartment management method before driving | running | working. The flowchart explaining the management method of the luggage compartment during driving | running | working.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle / van type truck 2 ... Cargo compartment 3 ... Pressure sensor 4 ... Imaging device / monitoring camera 5 ... Display device / Display 8 ... Neutral switch 9 ... Vehicle speed sensor DESCRIPTION OF SYMBOLS 10 ... Cargo door switch 11 ... Communication apparatus 21 ... Floor 23 ... Cargo door 50 ... Control device / cargo room management unit

Claims (7)

  A plurality of pressure sensors arranged on the floor surface of the cargo compartment and a control device to which the measurement results of the pressure sensors are input, the control device distributing the weight in the cargo compartment based on fluctuations in the detection results of the individual pressure sensors A cargo compartment management system having a function of detecting a change in the load.   2. The cargo compartment management system according to claim 1, wherein the control device has a function of determining that an abnormality has occurred when a change in weight distribution exceeds a weight distribution change threshold value.   The load according to any one of claims 1 and 2, wherein the control device has a function of calculating a total weight of the load based on an output of the pressure sensor and a function of detecting when the total weight of the load changes. Room management system.   4. The cargo compartment management system according to claim 3, wherein the control device has a function of determining that an abnormality has occurred when a fluctuation amount of the total weight of the luggage exceeds a total weight fluctuation threshold.   The cargo room management system according to any one of claims 1 to 4, further comprising a photographing device for photographing an image of the cargo compartment and a display device for displaying the photographed video of the cargo compartment on the driver's seat side.   It has a vehicle speed sensor that detects the vehicle speed of the lorry, and the control device has a function of judging whether the amount of the freight vehicle is stopped or traveling based on the measurement result of the vehicle speed sensor. The luggage compartment management system according to any one of claims 1 to 5.   The control device has a sensor for detecting that the door of the cargo compartment is opened and closed, and the control device sends a signal indicating that the door of the cargo compartment is opened, and then the door of the cargo compartment is closed. The cargo compartment management system according to any one of claims 1 to 6, wherein the cargo compartment management system has a function of judging that work has been performed in the cargo compartment until a signal indicating that the operation has been performed.

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