WO2011145332A1 - 重心検知装置 - Google Patents
重心検知装置 Download PDFInfo
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- WO2011145332A1 WO2011145332A1 PCT/JP2011/002734 JP2011002734W WO2011145332A1 WO 2011145332 A1 WO2011145332 A1 WO 2011145332A1 JP 2011002734 W JP2011002734 W JP 2011002734W WO 2011145332 A1 WO2011145332 A1 WO 2011145332A1
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- gravity
- container
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- rolling
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- G01C15/00—Surveying instruments or accessories not provided for in groups G01C1/00 - G01C13/00
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
- B60W40/13—Load or weight
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M1/00—Testing static or dynamic balance of machines or structures
- G01M1/10—Determining the moment of inertia
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- G—PHYSICS
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M1/00—Testing static or dynamic balance of machines or structures
- G01M1/12—Static balancing; Determining position of centre of gravity
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M1/00—Testing static or dynamic balance of machines or structures
- G01M1/12—Static balancing; Determining position of centre of gravity
- G01M1/122—Determining position of centre of gravity
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2300/00—Indexing codes relating to the type of vehicle
- B60W2300/14—Tractor-trailers, i.e. combinations of a towing vehicle and one or more towed vehicles, e.g. caravans; Road trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60Y2200/147—Trailers, e.g. full trailers or caravans
Definitions
- the present invention relates to a center-of-gravity detecting device capable of detecting a center-of-gravity position in a three-dimensional space during traveling of a traveling body (hereinafter abbreviated as “three-dimensional center of gravity position” as necessary).
- the traveling body If it is possible to predict the three-dimensional center-of-gravity position of the traveling body with high accuracy, it is useful for the operation of the traveling body.
- the three-dimensional center of gravity of the container cargo vehicle is valuable data that directly reflects the unbalanced load of the cargo in the container. It is. For this reason, the accurate prediction of the position of the three-dimensional center of gravity is useful for preventing the cargo from collapsing and falling when the container door is opened and the unstable traveling of the container transport vehicle (for example, unstable traveling on a curved road).
- the “unbalanced load” of the cargo in the container here refers to the deviation of the load point caused by the center of gravity in the space depending on the installation state of the container cargo, and is generally understood in the container transportation industry. It does not indicate the deviation of the load point on the plane at the bottom of the plate.
- Patent Documents 1 to 7 a technique for measuring a cargo loading state of a vehicle such as a four-wheel truck and a countermeasure for a cargo loading abnormality have already been proposed (for example, refer to Patent Documents 1 to 7).
- Patent Documents 1 to 7 do not recognize even the importance of the three-dimensional center of gravity position when the traveling body travels, these Patent Documents 1 to 7 cannot be referred to in the derivation of the three-dimensional center of gravity position.
- the inventor of the present invention derived the three-dimensional center-of-gravity position of a vehicle towed by a towed vehicle on which cargo can be loaded based on a logical dynamic theory and reported this technology (see Patent Document 8). Thereby, various social problems caused by the container transport vehicle can be dealt with.
- the container cargo vehicle when a disturbance is given to the container cargo vehicle due to the unevenness of the road surface, the container cargo vehicle is shaken.
- Such rolling of the container freight vehicle can be regarded as a rotational (circle) movement called rolling in the width direction of the container freight vehicle (hereinafter sometimes simply referred to as “rolling”). Therefore, the force that twists the container freight vehicle in the width direction is stronger when the disturbance is applied to the container freight vehicle at the front and rear portions of the container freight vehicle than to the container freight vehicle immediately below the center of gravity.
- the rolling amplitude reaches a maximum peak.
- FFT fast Fourier transform
- the output data of the fluctuation detector mounted on the tractor of the container transport vehicle is rolled to express the correlation between the rolling frequency and the rolling amplitude.
- the dimensions differ between the diameter of the coupler at the front of the container freight vehicle and the length of the rear cross beam of the container freight vehicle, so the maximum peak amplitude of the rolling motion is captured at two different frequencies. Can do.
- FIG. 7 shows an example in which the maximum peak amplitudes “P1” and “P2” of the rolling motion exist at two different frequencies. That is, in FIG. 7, the maximum peak amplitude “P1” of the rolling motion derived from the coupler 13 and the maximum peak amplitude “P2” of the rolling motion derived from the rear lateral beam 21 exist. There is also a minimum peak amplitude “P3” (negative peak; bottom amplitude) of rolling motion derived from the center of gravity W in the traveling direction of the container cargo vehicle.
- P3 negative peak; bottom amplitude
- the influence exerted on the container freight vehicle by shaking the center of gravity is weakened.
- the influence of disturbances that shake the container freight vehicle is weakened, and the rolling frequency derived from the coupler 13 also moves in a smaller direction.
- both the frequency and amplitude of the peak of the amplitude of the rolling motion derived from the coupler 13 are reduced.
- the phenomenon that the maximum peak amplitude “P1” of the rolling motion derived from the coupler 13 becomes difficult to observe occurs and may disappear in the worst case. .
- FIG. 8 shows an example in which the maximum peak amplitude of the rolling motion derived from the coupler 13 has disappeared. That is, in FIG. 8, only the maximum peak amplitude “P2” of the rolling motion derived from the rear transverse beam 21 exists.
- the present invention has been made in view of such circumstances, and an object of the present invention is to provide a center-of-gravity detection device that can more universally guide the three-dimensional center-of-gravity position when the traveling body travels.
- the present invention provides a swing detector that detects a vertical swing in the direction of its own weight when the traveling body travels, and a lateral swing in the width direction during travel.
- An arithmetic unit uses the swing detector to obtain a pitch frequency in the own weight direction and a roll frequency in the width direction corresponding to the width dimension of the traveling body, A cross section perpendicular to the traveling direction of the traveling body using the frequency of pitching in the direction of its own weight, the frequency of rolling in the width direction, the center angle of the rolling in the width direction, and the width dimension of the traveling body.
- the rolling frequency of the traveling direction when the width dimension of the traveling body is set to the length of the traveling direction of the traveling body is calculated,
- the center of gravity position in the traveling direction of the traveling body using the frequency of pitching in the own weight direction, the frequency of rolling in the traveling direction, the gravity center position in the own weight direction, and the length of the traveling body in the traveling direction.
- a center-of-gravity detection device is provided.
- the arithmetic expression is expressed by the following formula (X) in which the width dimension (b) of the traveling body is an independent variable, and the frequency ( ⁇ ) of roll in the width direction of the traveling body is a dependent variable. ).
- the said arithmetic unit may calculate the frequency of the rolling of the said traveling body in the traveling direction by substituting the length of the said traveling body in the traveling direction for the independent variable of Formula (X).
- K The gravity center position in the self-weight direction, the gravity center position in the width direction, the pitch frequency in the self-weight direction, and the center angle of the roll in the width direction are included as variables
- K 0 the gravity center position in the self-weight direction , The center of gravity position in the width direction, and the center angle of the roll in the width direction are included as variables.
- the present invention is characterized by estimating and calculating the rolling frequency of the traveling body in the traveling direction. At first glance, such a frequency seems to be easily measured by the swing detector. Conceivable.
- the inventor of the present invention speculates that the same phenomenon as that in the operation of the above-mentioned ship occurs also in the rolling of the traveling body in the traveling direction. From this point of view, the reason why the peak amplitude cannot be confirmed can be naturally understood.
- the center-of-gravity detection device of the present invention can calculate the three-dimensional center-of-gravity position when the traveling body travels even if the road surface on which the traveling body travels is smooth.
- the three-dimensional center of gravity position can be calculated for an automobile having a constant vehicle width in the traveling direction such as a truck, a bus, and a passenger car.
- the center-of-gravity detection device can more universally guide the three-dimensional center-of-gravity position when the traveling body travels.
- the traveling body may be a container cargo vehicle towed by a towing vehicle.
- the inventor of the present invention has realized that if the motion of the traveling body is regarded as a problem of dynamics of a mass system with the center of gravity of the traveling body as a mass point, the three-dimensional center of gravity position can be calculated appropriately.
- the pitching in the weight direction corresponds to the reciprocating motion in the vertical direction with the center of gravity of the traveling body as the mass point
- the rolling in the width direction is in the width direction of the traveling body.
- the output data of the swing detector is converted into pitch data representing a correlation between the frequency and amplitude of the reciprocating motion, and the maximum amplitude of the reciprocating motion is handled based on the pitch data.
- Obtaining the frequency of the reciprocating motion Using the width dimension, the frequency of the acquired simple pendulum motion, the frequency of the acquired reciprocating motion, and the center angle of the simple pendulum motion, the gravity center position in the self-weight direction in the vertical section and the You may calculate the gravity center position of the width direction.
- the pitching in the weight direction and the rolling in the width direction are disturbances given to the traveling body according to the unevenness of the road surface when traveling on the road surface of the traveling body. It may be exercise by.
- the center-of-gravity detection device of the present invention can easily calculate the three-dimensional center of gravity position during traveling of the traveling body.
- the road surface may be an artificially created traveling state by, for example, rotation of a rotating roll provided with unevenness.
- the swing detector may include an angular velocity sensor that is disposed on the traveling body and whose angular velocity sensitivity axis is adjusted in the self-weight direction and the width direction.
- a center-of-gravity detection device that can more universally guide the three-dimensional center-of-gravity position when the traveling body travels.
- FIG. 1 is a schematic diagram showing a configuration example of a gravity center detection device according to an embodiment of the present invention.
- FIG. 2 is a block diagram showing an example of the internal configuration of the swing detector and the arithmetic unit in the center-of-gravity detector according to the embodiment of the present invention.
- FIG. 3 is a schematic diagram illustrating a method of deriving the center of gravity position in a cross section perpendicular to the traveling direction when the container cargo vehicle of FIG. 1 travels.
- FIG. 4 is a schematic diagram for explaining a method of deriving the center of gravity position in a cross section perpendicular to the traveling direction when the container cargo vehicle of FIG. 1 travels.
- FIG. 1 is a schematic diagram showing a configuration example of a gravity center detection device according to an embodiment of the present invention.
- FIG. 2 is a block diagram showing an example of the internal configuration of the swing detector and the arithmetic unit in the center-of-gravity detector according to the embodiment of the present invention.
- FIG. 5 is a schematic diagram for explaining a method of deriving the center of gravity position in the traveling direction when the container cargo vehicle of FIG. 1 travels.
- FIG. 6 is a schematic diagram for explaining a method of deriving the center of gravity position in the traveling direction when the container cargo vehicle of FIG. 1 travels.
- FIG. 7 is a schematic diagram showing an example in which the maximum peak amplitude of the rolling motion exists at two different frequencies.
- FIG. 8 is a schematic diagram showing an example in which the maximum peak amplitude of the rolling motion derived from the coupler has disappeared.
- FIG. 9 is a flowchart showing an example of a calculation routine of the three-dimensional center of gravity position when the container freight vehicle travels by the center of gravity detection device of the embodiment of the present invention.
- FIG. 9 is a flowchart showing an example of a calculation routine of the three-dimensional center of gravity position when the container freight vehicle travels by the center of gravity detection device of the embodiment of the present invention.
- FIG. 10 is a flowchart showing an example of a calculation routine of the three-dimensional center of gravity position when the container freight vehicle travels by the center of gravity detection device of the embodiment of the present invention.
- FIG. 11 is a flowchart showing an example of a calculation routine of the three-dimensional center of gravity position when the container freight vehicle travels by the center of gravity detection device of the embodiment of the present invention.
- FIG. 12 is a diagram showing an example of “pitching frequency / amplitude distribution” in the case where there is only one peak amplitude of the rolling motion.
- FIG. 13 is a diagram showing a calculation result of the three-dimensional center of gravity position when the railway vehicle travels by the center of gravity detection device according to the modification of the present invention.
- the present invention is not limited to the following embodiment. That is, the following specific description merely illustrates the features of the center-of-gravity detection device of the present invention. Therefore, when the following specific examples are described with appropriate reference numerals attached to the terms corresponding to the components that specify the center-of-gravity detection device of the present invention, the specific device corresponds to the center of gravity of the present invention corresponding thereto. It is an example of the component of a detection apparatus.
- a “container transport vehicle 50 (container cargo vehicle)” described below is merely an example of a “traveling body” that is a component of the present invention.
- the technology described in this specification can be applied to various transportation means such as trucks, buses, passenger cars, railway vehicles, ships, and aircrafts (for example, when taking off and landing) in addition to container transport vehicles (container cargo vehicles).
- container transport vehicles container cargo vehicles
- an example in which the present technology is applied to a passenger car or a railway vehicle is described in a modified example (described later).
- FIG. 1 is a schematic diagram illustrating a configuration example of a center-of-gravity detection device according to an embodiment of the present invention.
- FIG. 1 (a) is a view of the center of gravity detection device viewed from the width direction (side surface) of the container cargo vehicle
- FIG. 1 (b) is a view of the center of gravity detection device from the rear side of the container cargo vehicle. It is a figure.
- the direction in which the container freight vehicle is subjected to its own weight is indicated by “up and down”
- the width direction of the container freight vehicle is indicated by “left and right”
- the traveling direction of the container freight vehicle is indicated by “front and rear”.
- the “self-weight direction” may be rephrased as “vertical direction”
- the “width direction” may be rephrased as “left-right direction”
- the “travel direction” is rephrased as “front-rear direction”.
- the center-of-gravity detection device 100 includes a container transportation vehicle 50, a swing in the vertical direction (self-weight direction) (that is, a vertical swing) during travel of the container freight vehicle, and a lateral direction (width direction) thereof.
- a swing detector 14 that can detect a swing (that is, a roll) and an arithmetic unit 15 are provided.
- the swing detector 14 has a cross section (here, a cross section in the direction of FIG. 1B) including two directions (here, the own weight direction and the width direction) orthogonal to each other. It is configured to be able to detect shaking in two directions.
- a typical form of the container transport vehicle 50 described above is a trailer truck using the tractor 10 as a towing vehicle. Therefore, in the present embodiment, the configuration and operation of the container transport vehicle 50 will be described by taking an example of trailer truck transport that uses a tractor to pull a container chassis on which a 40-foot marine container having a global standard specification is mounted.
- the trailer truck 50 is coupled to a rectangular container 11 on which container cargo (not shown) can be mounted, a container chassis 12 as a carriage on which the container 11 is loaded, and the container chassis 12.
- a tractor 10 (towing vehicle) that pulls or drives the container chassis 12.
- the tractor 10 includes a disk-shaped coupler 13 (a connecting member) that is connected to the container chassis 12, whereby the container chassis 12 and the tractor 10 are connected to each other so as to be swingable in the left-right direction via the coupler 13. ing.
- the detection technique by the center-of-gravity detection device of the present embodiment is theoretically applicable regardless of whether container cargo is loaded on the container 11 or not. Therefore, in the present specification, the above-described container 11 may or may not be loaded with container cargo.
- the form of the trailer track 50 shown in FIG. 1 is merely an example until it gets tired, and the detection technology of this embodiment can be applied to various types of trailer trucks.
- FIG. 2 is a block diagram showing an example of the internal configuration of the swing detector and the arithmetic unit in the center-of-gravity detector of the present embodiment.
- the swing detector 14 is fixed at the center of the trailer truck 50 in the left-right direction, and does not interfere with the transportation work on the tractor 10 side (for example, near the coupler 13).
- the arithmetic unit 15 is disposed at an appropriate position in the cab of the tractor 10. Both are connected so that data can be transmitted by wired communication, wireless communication, or the like via an appropriate data input / output port (not shown).
- the swing detector 14 has two axes (two-dimensional) in which the sensitivity axis of the angular velocity is adjusted so as to detect the vertical and width swings of the container freight vehicle when the trailer truck 50 is traveling. ) And an A / D (analog / digital) converter 14b for converting an analog signal output from the angular speed sensor 14a into a digital signal.
- the magnitude of the angular velocity signal digitized by the A / D converter 14b is proportional to the angular velocity of the swing of the container cargo vehicle in the vertical direction or the width direction when the trailer truck 50 travels.
- the biaxial angular velocity sensor 14a for example, a quartz tuning fork type sensor or a vibration type sensor may be used.
- a three-axis (three-dimensional) angular velocity sensor may be used instead of the angular velocity sensor 14a.
- the A / D converter 14b built-in type fluctuation detector 14 is illustrated in consideration of the convenience when using the fluctuation detector 14, but the A / D converter 14b is illustrated. May be externally attached. Further, the fluctuation detector 14 incorporates various signal processing circuits such as a filter (not shown) and an amplifier (not shown), which are conventional techniques. I ’ll skip the explanation.
- the arithmetic unit 15 includes an arithmetic unit 15a made of a microprocessor, a storage unit 15b made of ROM (Read Only Memory), RAM (Random Access Memory), etc., and an operation setting / display unit. 15c.
- an arithmetic unit 15 there is an information portable terminal such as a notebook type personal computer.
- the storage unit 15b is connected to the calculation unit 15a, and stores a calculation program for appropriately deriving the three-dimensional center of gravity position during travel of the container cargo vehicle, and various input constants (described later) necessary for the calculation. ing.
- the calculation unit 15a operates in accordance with a calculation program stored in advance in the storage unit 15b.
- the container freight is based on a digital signal output from the swing detector 14 (A / D converter 14b).
- the three-dimensional center of gravity position when the vehicle is traveling can be derived.
- the operation setting / display unit 15c includes an operation unit (for example, a keyboard; not shown) provided with the above-described input constant setting buttons, and a three-dimensional center-of-gravity position during travel of the container freight vehicle output from the calculation unit 15a. And a reporting device (for example, a liquid crystal panel screen or a speaker; not shown) for notifying the display of the output data for the display data and voice so that an operator (driver or passenger) can recognize the output data.
- an operation unit for example, a keyboard; not shown
- a keyboard for example, a keyboard; not shown
- a reporting device for notifying the display of the output data for the display data and voice so that an operator (driver or passenger) can recognize the output data.
- ⁇ Exercise model> 3 and 4 are schematic diagrams for explaining a method of deriving the position of the center of gravity in a cross section perpendicular to the traveling direction when the container cargo vehicle of FIG. 1 travels.
- 5 and 6 are schematic views for explaining a method of deriving the center of gravity position in the traveling direction when the container freight vehicle of FIG. 1 travels.
- the configuration of the center of gravity detection device 100 understands the method of deriving the three-dimensional center of gravity when the container cargo vehicle is traveling. For simplicity, the illustration is simplified or omitted.
- FIG. 6 components corresponding to those in FIG. 4 are given the same reference numerals as those in FIG. 4 followed by a dash mark to explain the ⁇ exercise model> here and ⁇ The description of “formulation” may be omitted.
- the elastic force for buffering for example, air pressure
- the suspension 205 suspension device; see FIG. 4
- the tire continues to step on the unevenness of the road surface 204, so that a random disturbance is transmitted to the vehicle body (container 11) of the trailer truck 50 through the suspension 205. Due to such disturbance, the trailer truck 50 swings (natural vibration) based on a motion having a specific period (frequency) depending on the elastic force of the suspension 205, the total weight of the container freight vehicle, and the position of its center of gravity.
- This movement is detected by the swing detector 14 as a vertical reciprocating movement (for example, simple vibration) of the center of gravity W of the container cargo vehicle and a simple pendulum movement of the center of gravity W of the container cargo vehicle in the left-right direction.
- the suspension 205 refers to a member capable of buffering vibration from the road surface 204 of the vehicle body of the trailer truck 50.
- the suspension 205 is disposed at the end of the axle. Tires filled with air and the like are also included.
- the former reciprocating motion corresponds to a pitching behavior called pitching of the tractor 10.
- pitching a pitching behavior
- the coupler 13 that connects the tractor 10 and the container chassis 12 is pushed up and down. Since the position of the coupler 13 exists behind the tractor 10, when the coupler 13 is pushed up and down, the front part of the tractor 10 is raised and lowered.
- Such a phenomenon is the pitching (rotational motion) of the tractor 10. That is, the vertical reciprocation of the container cargo vehicle is transmitted to the tractor 10 through the coupler 13, whereby the tractor 10 is pitched, and the pitching in FIG. 3 is detected by the swing detector 14.
- the latter simple pendulum motion corresponds to a rolling behavior called rolling about the front and rear of the trailer track 50, and the rolling detector 14 detects the rolling in FIG.
- the trailer truck 50 In addition to the pitching that is linked to the simple vertical vibration of the container freight vehicle, the trailer truck 50 also has a specific rotational movement (rolling) about the left and right sides of the trailer truck 50 as shown in FIG. Such a movement is often referred to as “pitching” in the operation of a ship, for example. Therefore, in the present specification, the roll in FIG. 5 is referred to as “rolling in the front-rear direction (running direction)” for the purpose of distinguishing from the “pitching” in the present specification for convenience, and the roll in FIG. , “Rolling in the left-right direction (width direction)”.
- the trailer track 50 is usually provided with a suspension 205 for each of the front, rear, left and right axles.
- the elastic coefficient of elasticity spring In consideration of the (constant), it is considered reasonable to analyze the behavior on the assumption that there are elastic bodies (springs) one by one on the left and right (front and rear in the case of FIG. 6).
- Patent Document 2 an example of determining an intrinsic amount such as a moment of inertia of a vehicle on the premise of measurement of the elastic modulus of the suspension (Patent Document 2), and the strength of the suspension during a test run are determined in advance.
- Patent Document 6 An example of creating a database (Patent Document 6) has been proposed, but these techniques are not useful for the trailer truck 50 in view of the actual situation of container transportation work.
- the elastic modulus of the suspension 205 varies depending on the manufacturer, vehicle type, age, and age of the tractor 10 and the container chassis 12, while the specification of the manufacturer, vehicle type, age, and age is practically the transportation of the container 11. Considering the actual situation of work, it is almost impossible. In the transportation work of the container 11, the container 11 is transported every day by a trailer truck 50 composed of an arbitrary combination (a virtually unlimited combination) between an unspecified number of tractors 10 and an unspecified number of container chassis 12. Yes. For this reason, there is no effective measure for specifying both manufacturers, vehicle types, and model years in advance, and it is impossible to specify the degree of aging of both vehicles.
- the elastic coefficient of the suspension 205 disposed on each axle is determined by the loading state of the container 11 on the container chassis 12 to be pulled, Depending on the situation of the road surface 204 and the running situation, it may vary as needed.
- Patent Document 1 there is a technique (for example, Patent Document 1) on the premise that a large number of detectors are arranged in a container-side chassis (corresponding to the container chassis in the present specification). As can be easily imagined in view of the large number of container chassis handled in the transportation business, such measures are not cost effective.
- ⁇ Formulation> In view of the above motion model of the center of gravity W, when the center of gravity of the container freight vehicle is the mass point, the position of the center of gravity of the container freight vehicle in the cross section perpendicular to the front-rear direction (traveling direction) of the container 11 is formulated as follows: Can be
- a cycle “T ′” (a cycle corresponding to the pitching cycle of the tractor 10) of the vertical movement of the center of gravity W of the container freight vehicle is formulated.
- T ′ is the period of the vertical reciprocation of the center of gravity W of the container cargo vehicle.
- K is an elastic coefficient (spring constant) of one of the left and right sides of the suspension 205.
- M is the weight of the container freight vehicle, and “ ⁇ ” is the circumference.
- the cycle “T” rolling cycle of the trailer truck 50
- the cycle “T” rolling cycle of the trailer truck 50
- the center of gravity W of the container cargo vehicle is formulated using the center of gravity W of the container cargo vehicle as a mass point.
- the rolling of the container freight vehicle is performed in the left-right direction with the center 500 of the axle of the center of gravity W of the container freight vehicle (the intersection of the vertical center line 201 and the axle position line 202 shown in FIG. 4) as a fulcrum. Therefore, the following equation is obtained by balancing the rotational moments in the tangential direction of the rolling circle during rolling of the container freight vehicle.
- “f” is a force applied in the tangential direction of the rolling circle (rotating circle) with respect to the center of gravity W of the container cargo vehicle.
- “ ⁇ ” is a rolling angle.
- “L” is the length from the axle center 500 to the center of gravity W of the container cargo vehicle.
- “B” is the length of the portion supporting the load of the container 11, and is a constant determined for each container 11.
- “L (Small L)” is the vertical length from the axle to the center of gravity W of the container freight vehicle, and as shown in FIG. 1B, the center of gravity W of the container freight vehicle in a cross section perpendicular to the front-rear direction of the container 11. Is a value representing the position in the vertical direction.
- S is the length in the left-right direction from the center 500 of the axle to the center of gravity W of the container freight vehicle, and the center of gravity W of the container freight vehicle in a cross section perpendicular to the front-rear direction of the container 11 as shown in FIG. It is a value that represents the position in the horizontal direction.
- X is a displacement amount of the left and right suspensions.
- G is the gravitational acceleration.
- “l” corresponds to the position of the center of gravity W of the container cargo vehicle in a cross section perpendicular to the front-rear direction (traveling direction) of the container 11, more specifically, the center of gravity of the container cargo vehicle in the direction of its own weight.
- “s” corresponds to the position of the center of gravity W of the container cargo vehicle in a cross section perpendicular to the front-rear direction (traveling direction) of the container 11, more specifically, the center of gravity of the container cargo vehicle in the width direction.
- this formula (1) can be expanded as shown in formula (2) if the trigonometric functions in parentheses are synthesized.
- the sine function angle ( ⁇ + ⁇ ) obtained by combining the trigonometric functions is represented as a rolling angle ⁇ ′.
- the center angle “ ⁇ ” of rolling (single pendulum motion) of the center of gravity W becomes zero.
- the center angle “ ⁇ ” indicates an angle formed between the vertical center line 201 and the rolling center line 206 as shown in FIG.
- the center angle “ ⁇ ” of rolling of the center of gravity W of the container cargo vehicle corresponds to the inclination angle when the container cargo vehicle travels
- this center angle “ ⁇ ” will be hereinafter referred to as the travel of the container cargo vehicle.
- the angle of inclination “ ⁇ ” is sometimes used.
- the angular velocity detected by the fluctuation detector 14 is normally an angular frequency corresponding to angle / time (hereinafter abbreviated as “frequency”), and this frequency is the reciprocal of the period ( 1 / cycle). Therefore, the pitching frequency (vertical movement frequency) of the tractor 10 corresponding to the vertical reciprocating period “T ′” of the center of gravity W is set to “ ⁇ ′”, and the single pendulum motion of the center of gravity W in the horizontal direction is determined.
- the rolling frequency corresponding to the period “T” is “ ⁇ ”
- the numerical value “l” and the numerical value “s” representing the position of the center of gravity W of the container freight vehicle with respect to the cross section perpendicular to the front-rear direction (traveling direction) of the container 11 are the inclination angle “ It is formulated as follows in relation to “ ⁇ ”. That is, equations (4) and (5) are expanded into equations (6) and (7), respectively.
- equation (10) is substituted into equation (8) to form a quadratic equation of “l”, it is rewritten as equation (10).
- the elastic coefficient “k” of the suspension 205 and the weight “m” of the container freight vehicle are internalized so as not to be input values. That is, the elastic modulus “k” of the suspension 205 and the weight “m” of the container freight vehicle are excluded from these equations in the process of formulating the simultaneous equations. This makes it possible to save an enormous amount of time spent measuring the elastic modulus “k” and the weight “m”, so that an arbitrary number of unspecified number of tractors 10 and unspecified number of container chassis 12 can be provided. If the situation that the container 11 is transported every day by the trailer truck 50 composed of the above-mentioned unions is directly considered, the significance is extremely large.
- the position of the center of gravity W of the container freight vehicle in a cross section perpendicular to the traveling direction of the container freight vehicle can be derived by solving the simultaneous equations of Equations (9) and (10) with respect to “l” and “s”.
- Equations (9) and (10) with respect to “l” and “s”.
- the three-dimensional center-of-gravity position of the container freight vehicle has not been specified yet. That is, in addition to these “l” and “s”, it is necessary to obtain the position of the center of gravity W in the traveling direction of the container cargo vehicle.
- the position of the center of gravity W with respect to the traveling direction of the container cargo vehicle can be derived by the following two methods.
- First Method As shown in FIG. 7, when the maximum peak amplitude of the rolling motion appears at two different frequencies, the position of the center of gravity W in the front-rear direction of the container freight vehicle follows the method described in Patent Document 8. Can be formulated as follows.
- the trailer truck 50 supports the container 11 placed on the container chassis 12 by the rear lateral beam 21 and the front lateral beam 20 of the container chassis 12.
- These front and rear horizontal beams 20 and 21 extend in the left-right direction (width direction) of the container 11 and are fixed to vertical beams (not shown) that run in the front-rear direction.
- the load of the container 11 is distributed to the tractor 10 connected to the front portion of the container chassis 12 via the rear horizontal beam 21, the front horizontal beam 20, and the vertical beam, and the suspension 205 at the rear portion of the container chassis 12. Yes.
- the position of the center of gravity W in the front-rear direction is between the front and rear transverse beams 20, 21. Therefore, it is considered that the center of action of the disturbance in which the rolling phenomenon remarkably appears in the direction in which the rolling amplitude increases is the position of the front and rear transverse beams 20 and 21 of the container chassis 12 corresponding to the front and rear portions of the container 11.
- the front portion of the container chassis 12 and the tractor 10 are connected by a disk-shaped connecting member called a coupler 13 that is shorter than the front transverse beam 20 of the container chassis 12.
- the diameter of the coupler 13 is usually less than half the length of the front cross beam 20 of the container chassis. For this reason, the length in the left-right direction of the connecting portion support with the tractor 10 with respect to the container chassis 12 on which the container 11 is loaded is actually not the length of the front cross beam 20 of the container chassis 12 but the diameter “b c of the coupler 13. It is.
- the rolling frequency “ ⁇ ” is a value “l” that represents the position of the center of gravity W of the container freight vehicle. s ”and the length“ b ”of the portion supporting the container 11.
- the maximum peak amplitude the peak of the convex peak
- the maximum peak amplitude is derived from the maximum peak amplitude derived from the coupler 13 as a connecting member between the front portion of the container chassis 12 and the tractor 10 and the rear horizontal beam 21 located at the rear portion of the container chassis 12.
- This minimum peak amplitude is a peak derived from the center of gravity W in the front-rear direction of the container cargo vehicle.
- the position of the center of gravity W in the front-rear direction of the container cargo vehicle is formulated as follows.
- Equation (11) becomes an equation that can lead to the length “b” in the left-right direction for an arbitrary rolling frequency “ ⁇ ”.
- the combinations of the length “b” in the left-right direction and the rolling frequency “ ⁇ ” corresponding to the front and rear portions of the container 11 are respectively (b 1 , ⁇ 1 ), (b 2 , ⁇ 2 ). If you
- “b 2 ” is the substantial length in the left-right direction of the member supporting the container 11 at the rear position of the container 11 (hereinafter, abbreviated as “the length of the rear cross beam 21”). Is a value determined as a constant.
- “B 1 ” is the substantial length in the left-right direction of the member supporting the container 11 at the position of the front portion of the container 11, and geometrically from the diameter “b c ” of the coupler 13 of the tractor 10. It is a value determined as a constant.
- “ ⁇ 1 ” is a rolling frequency generated when a disturbance is applied in the vertical direction from the road surface 204 at the front portion of the container 11.
- “ ⁇ 2 ” is a rolling frequency that occurs when a disturbance acts in the vertical direction from the road surface 204 at the rear of the container 11.
- This length “b g ” is obtained when the frequencies “ ⁇ 1 ”, “ ⁇ 2 ”, and “ ⁇ g ” are all known (that is, the arithmetic unit 15 uses the fluctuation detector 14 to detect the frequency “ ⁇ g ”,“ ⁇ 1 ”, and“ ⁇ s ”) can be determined by the equation (13).
- “ ⁇ g ” is a rolling frequency when a disturbance is applied in the vertical direction from the road surface 204 at the position of the center of gravity W.
- the geometric relationship between the length “k g ” from the front of the container 11 to the position of the center of gravity W and the length “p” in the front-rear direction of the container 11 should be expressed as a linear ratio. Can do. Therefore, when this relationship is formulated, Expression (14) is obtained.
- the values “l” and “s” corresponding to the length “k g ” and indicating the position of the center of gravity W of the container freight vehicle in the cross section perpendicular to the front-rear direction of the container 11 are the length “b g ”Can be used as“ b ”in the equation (10) to be derived from the equation (9).
- Second Method As shown in FIG. 8, when the maximum peak amplitude of the rolling motion derived from the coupler 13 disappears, the position of the center of gravity W in the traveling direction of the container freight vehicle can be formulated as follows.
- micro disturbance due to minute unevenness of the road surface 204 always occurs. This does not matter whether or not the coupler 13 is unique to the trailer track 50 and the diameter of the coupler 13 is large or small. Simply, if the support width (vehicle width) of the trailer track 50 that transmits the minute disturbance is shortened as the diameter “b c ” of the coupler 13, the minute disturbance is only hardly transmitted to the trailer track 50.
- the values “l” and “s” representing the position of the center of gravity W of the container freight vehicle in the cross section perpendicular to the traveling direction of the container freight vehicle at the rear part of the container chassis 12 are the container position at the rear part of the container 11.
- the substantial length “b 2 ” in the left-right direction of the member that supports 11 is used for “b” in the equations (8) and (9), and the disturbance in the vertical direction from the road surface 204 at the rear part of the container 11
- the rolling frequency “ ⁇ 2 ” generated when the above acts can be derived by using “ ⁇ ” in Equation (8) and Equation (9).
- the present inventors have, when taking such an assumption, container cargo or the lateral direction of the rolling of the container cargo vehicle in cross section perpendicular to the traveling direction of the vehicle (see FIGS. 3 and 4), container cargo vehicle width
- the coefficient in the equation of motion obtained by rolling in the front-rear direction of the container freight vehicle in a cross section perpendicular to the direction can be applied as it is as the other coefficient. Thought.
- Equation (15) container cargo vehicle in the vehicle width (the width dimension "b") an independent number, formalized relationship rolling frequency " ⁇ " the lateral direction of the container cargo vehicle (width direction) as the dependent variable It has become.
- the coefficient “K” in the equation (15) is the values “l” and “s” representing the position of the center of gravity W of the container cargo vehicle in the cross section perpendicular to the traveling direction of the container cargo vehicle, and the vertical movement of the container cargo vehicle.
- the coefficient “K 0 ” The values “l” and “s” representing the position of the center of gravity W of the container freight vehicle in the cross section perpendicular to the direction, and the rolling center angle “ ⁇ ” in the left-right direction (width direction) of the container freight vehicle are included as variables. Yes.
- the rolling frequency “ ⁇ 2 ” (measured value) corresponding to the maximum peak amplitude “P2” derived from the rear cross beam 21 and the vertical movement of the container freight vehicle
- the pitching frequency “ ⁇ ′” (actually measured value) of the tractor 10 that is linked to the above and the length “b 2 ” (actually measured value) of the rear lateral beam 21 are known.
- the rolling center angle “ ⁇ ” of the container cargo vehicle in the left-right direction (width direction) can also be measured (described later).
- the value representing the position of the center of gravity W of the container freight vehicle in the cross section perpendicular to the traveling direction of the container freight vehicle at the rear part of the container chassis 12 by using the above measured values and the equations (8) and (9). “L” and “s” can be derived. Then, the coefficients “K” and “K 0 ” can be calculated in the horizontal rolling (see FIGS. 3 and 4) of the container cargo vehicle.
- the calculated coefficients “K” and “K 0 ” are estimated to be the rolling coefficients in the front-rear direction of the container freight vehicle shown in FIGS. Therefore, by substituting the total length of the container freight vehicle (the length “p” in the front-rear direction (traveling direction) of the container 11) into the length “b” in the equation (15), the container is obtained using the equation (15).
- the estimated value of the rolling frequency “ around ⁇ ” of the freight vehicle can be calculated.
- the pitching frequency “ ⁇ ′” of the tractor 10 interlocked with the vertical movement of the container cargo vehicle in FIGS. 5 and 6 is the frequency “ ⁇ ′” (actual measurement value) of the container cargo vehicle in FIGS. Is the same.
- the pitching frequency “ ⁇ ′” (actual value) of the tractor 10 linked to the vertical movement of these container freight vehicles and the container freight vehicle
- the rolling frequency “ around ⁇ ” (estimated value) in the front- rear direction can be substituted into the above formulas (8) and (9).
- the unknowns of the simultaneous equations (expansion of formulas are omitted) are the container cargo vehicle inclination angle “ around ⁇ ” in the cross section perpendicular to the width direction of the container cargo vehicle, and the container cargo vehicle It is a value “ around s” representing the position of the center of gravity W of the container freight vehicle in a cross section perpendicular to the width direction.
- the length of the perpendicular line drawn perpendicularly from the center of gravity W to the plane of the container chassis 12 is theoretically unique, and whether it is viewed from the width direction on the basis of the plane of the container chassis 12 or from the front-rear direction. It ’s just the difference.
- the value “ around s” representing the position of the center of gravity W of the container cargo vehicle can be calculated using the above simultaneous equations.
- the simultaneous equations of Equation (8) and Equation (9) if “l” is eliminated, a relational expression having unknowns “ around s” and “ around ⁇ ” is obtained (expansion of the equation is omitted).
- “ Before and after ⁇ ” is the same method as the method for deriving the center angle “ ⁇ ( ⁇ left and right )” (inclination angle “ ⁇ ”) of the horizontal direction of the center of gravity W using an appropriate detector (not shown). Can be guided by.
- the center-of-gravity detection device 100 has three numerical values “l” and “1” that represent the position of the center of gravity W in the three-dimensional space of the container freight vehicle, both in the first method and the second method. All of “s” and “k g ” can be acquired.
- ⁇ Operation example of center of gravity detection device> Next, an example of the detection operation of the three-dimensional center of gravity position of the container freight vehicle by the center of gravity detection device 100 of the present embodiment will be described with reference to the drawings.
- FIG. 9, FIG. 10 and FIG. 11 are flowcharts showing an example of a calculation routine of the three-dimensional center of gravity position by the center of gravity detection device of the embodiment of the present invention.
- the instruction content that an operator (for example, the driver of the tractor 10 or a passenger) needs to perform is displayed as a message on the display screen of the operation setting / display unit 15c.
- the calculation unit 15a of the calculation unit 15 reads the calculation program for detecting the three-dimensional centroid position and an appropriate constant stored in advance from the storage unit 15b. The following processing is executed while controlling the calculation unit 15a, the storage unit 15b, and the operation setting / display unit 15c.
- the constant includes, for example, the length “p” in the front-rear direction of the container 11, the diameter “b c ” of the coupler 13 of the tractor 10, and the length “from the front of the container 11 to the center of the coupler 13”.
- k c the substantial lengths“ b 1 ”and“ b 2 ”of the member supporting the container 11 at the front and rear positions of the container 11, the gravitational acceleration“ g ”, and the circumference There is a rate “ ⁇ ”.
- the constants “p”, “b c ”, “k c ”, “b 1 ”, and “b 2 ” are often standard values.
- ”,“ B c ”,“ k c ”,“ b 1 ”, and“ b 2 ” are preferably stored in the storage unit 15 b in advance, because the above-described constant confirmation work and input work can be omitted.
- step S1 As a preparatory operation for detecting the three-dimensional center of gravity position of a container freight vehicle, the tractor 10 that pulls the container 11 loaded with the cargo together with the container chassis 12 travels on the road surface 204 (step S1).
- step S2 If the operation of the operator (for example, the driver of the tractor 10 or a passenger) starts the operation of detecting the three-dimensional center of gravity position by operating the button on the display unit 15c, the center of gravity W is detected by the angular velocity sensor 14a of the swing detector 14. pitching corresponding to vertical reciprocating motion of (pitching; vertical simple harmonic oscillation) and the center of gravity W rolling; angular velocity data (roll pendulum motion in the horizontal direction) is measured as an analog signal (step S2) . Then, the analog angular velocity data is obtained by the calculation unit 15 (calculation unit 15a) at a certain sampling period (for example, every 0.002S (seconds)) stored in advance in the storage unit 15b. It is sampled as a digital signal that has passed through the A / D converter 14b (step S3), and the sampled digital angular velocity data is stored in the storage unit 15b together with time-series data (step S4).
- the analog angular velocity data is obtained by the calculation unit 15 (calc
- Step S5 the calculation unit 15a determines whether or not the measurement of the angular velocity data by the angular velocity sensor 14a may be terminated.
- the calculation unit 15a determines that the measurement of the angular velocity data may be finished (in the case of “Yes” in Step S5)
- the calculation unit 15a proceeds to the next processing step (Step S6 and subsequent steps), and the measurement of the angular velocity data may be finished. (No in step S5), the operations in steps S2 to S4 described above are continued.
- Such a quality determination of the end of measurement may be made on the basis of a predetermined measurement time derived from the required total number of samples stored in advance in the storage unit 15b and the above-described sample time. For example, sampling the statistical error is sufficiently small number of samples is 4096 (since FFT is the analysis for the number of integral power of two, here, two 12 illustrated), and the sample time In the case of 0.002S, the minimum necessary measurement time is 4096 ⁇ 0.002S ⁇ 8S. Therefore, in this case, the calculation unit 15a determines that the measurement of the angular velocity data may be terminated when 8S or more has elapsed from the start of the measurement of the angular velocity data by the angular velocity sensor 14a. Assuming a usage pattern in which the three-dimensional center-of-gravity position of the container 11 is updated in real time while the trailer truck 50 is traveling, the measurement time is preferably as short as possible. The error increases.
- the calculation unit 15a may determine whether or not the measurement of the angular velocity data has ended based on whether or not the operator has performed a measurement end button operation on the operation setting / display unit 15c. .
- the calculation unit 15a reads the time-series angular velocity data stored in the storage unit 15b. Then, from the distribution representing the time variation of the rolling amplitude (angle) (hereinafter abbreviated as “time variation of the rolling amplitude”), the right and left of the center of gravity W of the container freight vehicle corresponding to the time average value of the time variation of the rolling amplitude.
- the center angle “ ⁇ ” (inclination angle “ ⁇ ”) of the direction rolling can be specified (step S6).
- the calculation unit 15a performs fast Fourier transform (FFT) on the time-series angular velocity data stored in the storage unit 15b, and converts the angular velocity data into amplitude data with respect to the frequency (step S7).
- the angular velocity data is converted into roll data (rolling data) representing the correlation between the left-right direction of rolling amplitude in the lateral direction of the rolling frequency and container freight vehicle container cargo vehicle, the upper and lower container cargo vehicle
- the pitching data (pitching data) representing the correlation between the pitching frequency of the tractor 10 linked to the motion and the pitching amplitude is converted.
- a distribution indicating the correlation between the pitching frequency of the tractor 10 linked to the vertical movement of the container freight vehicle and the amplitude of this pitching for example, the distribution shown in FIG. 12 described later; hereinafter, “pitching frequency / amplitude”). Distribution ”). Also, a distribution showing the correlation between the rolling frequency in the left-right direction of the container cargo vehicle and the rolling amplitude in the left-right direction of the container cargo vehicle (for example, the distribution shown in FIGS. 7 and 8; hereinafter, “rolling frequency / amplitude”). Distribution ”) is also obtained.
- the pitching frequency “ ⁇ ′” of the tractor 10 that is linked to the vertical movement of the container cargo vehicle is specified from the “pitching frequency / amplitude distribution” (step S8). That is, the frequency corresponding to the maximum pitching amplitude may be selected as the pitching frequency “ ⁇ ′”.
- the calculation unit 15a determines whether the rolling amplitude (standard deviation multiple) exceeds three times the standard deviation (3 ⁇ ) at two different frequencies (step S9). It is also determined whether or not the rolling amplitude (standard deviation multiple) may fall below the average between these two frequencies (step S9).
- Step S9 it is determined that the maximum peak amplitude of the rolling motion exists at two different frequencies in the “rolling frequency / amplitude distribution”. Steps S201 to S216 are performed.
- Step S101 to S109 are performed.
- step S9 even if it is determined that there is no maximum peak amplitude of the rolling motion at two different frequencies, the rolling amplitude (standard deviation multiple) is 3 of the standard deviation at one frequency. In some cases, it exceeds twice (3 ⁇ ). In this case, it is considered that there is only one maximum peak amplitude of the rolling motion.
- the rolling amplitude is 3 of the standard deviation at one frequency. In some cases, it exceeds twice (3 ⁇ ). In this case, it is considered that there is only one maximum peak amplitude of the rolling motion.
- P2 maximum peak amplitude “P2” derived from the rear cross beam 21 located at the rear portion of the container chassis 12 is observed as shown in FIG.
- the arithmetic unit 15a determines whether the rolling amplitude (standard deviation multiple) exceeds three times the standard deviation (3 ⁇ ) at one frequency (step S101).
- Step S101 it is determined that the rolling frequency “ ⁇ 2 ” corresponding to the maximum peak amplitude “P2” derived from the rear cross beam 21 exists.
- the rolling frequency “ ⁇ 2 ” is specified based on the “rolling frequency / amplitude distribution” (step S102).
- step S101 determines that there is no clear peak in the rolling amplitude.
- step S109 since the three values “l”, “s”, “k g ” representing the position of the center of gravity W in the three-dimensional space of the container cargo vehicle cannot be calculated, the process returns to step S2 (step S109), and after step S2 The operation is performed again.
- step S103 the calculation unit 15a reads the constant “b 2 ” stored in advance in the storage unit 15b, the pitching frequency “ ⁇ ′” in step S8, the rolling frequency “ ⁇ 2 ” in step S102, and the container in step S6.
- the center angle “ ⁇ ” of the horizontal rolling of the center of gravity W of the cargo vehicle and the length “b 2 ” of the rear horizontal beam 21 of the container cargo vehicle the following equations (8) and (9) (provided that (B) in Equation (8) and Equation (9) is assumed to be “b 2 ”), a value “l” representing the position of the center of gravity W of the container cargo vehicle in a cross section perpendicular to the traveling direction of the container cargo vehicle. , “S” is calculated.
- the calculation unit 15a calculates the calculation values “l” and “s” in step S103, the pitching frequency “ ⁇ ′” in step S8, and the rolling center angle “ ⁇ ” of the center of gravity W of the container cargo vehicle in step S6. Using these, the following coefficients “K” and “K 0 ” are calculated (step S104).
- the calculation unit 15a reads the length “p” (constant) in the front-rear direction of the container freight vehicle, which is stored in advance in the storage unit 15b, and sets the constant “p” to “b” in the following equation (15). Is substituted. Then, the calculation unit 15a uses the coefficients “K” and “K 0 ” in step S104 to calculate the rolling frequency “ around ⁇ ” (estimated value) in the longitudinal direction of the container freight vehicle according to Expression (15) ( Step S105).
- the calculation unit 15a reads the constant “p” stored in advance in the storage unit 15b, the pitching frequency “ ⁇ ′” in step S8, the rolling frequency “ around ⁇ ” in step S105 (estimated value), and Using the constant “p”, the above formulas (8) and (9) (where “b” in the formulas (8) and (9) is “p” and “ ⁇ ” is “ around ”) ) To calculate a value “ around s” representing the position of the center of gravity W of the container cargo vehicle in a cross section perpendicular to the left-right direction of the container cargo vehicle (step S106).
- the calculation unit 15a calculates (converts) the length “k g ” from the front portion of the container 11 to the position of the center of gravity W using the calculated value “ around s” in step S106 (step S107).
- Three values “l”, “s”, “k g ” representing the position of the center of gravity W in the three-dimensional space of the container cargo vehicle are displayed on the display screen of the operation setting / display unit 15c (step S108). The detection routine of the three-dimensional center of gravity position is finished.
- step S205 the value “l” representing the position of the center of gravity W in the three-dimensional space of the container freight vehicle is the same for both the “first method” and the “second method”.
- step S205 it can be appropriately derived.
- step S213 described later “ before and after S” can be calculated without using “l”. Therefore, illustration and description of the calculation operation of the numerical value “l” are omitted here.
- the center-of-gravity position data “s” and “k g ” obtained from the “first method” and the “second method” are compared. Accurate center of gravity calculation is performed.
- two frequencies corresponding to the maximum peak amplitude (vertex) of the rolling are selected and positioned between these maximum peak amplitudes (almost intermediate in the present embodiment).
- the frequency corresponding to the minimum peak amplitude (negative peak amplitude; bottom amplitude) to be selected may be selected.
- these three selected frequencies correspond to the frequency “ ⁇ 1 ”, the frequency “ ⁇ g ”, and the frequency “ ⁇ 2 ” in order from the lowest.
- the arithmetic unit 15a reads constants “b c ”, “b 1 ”, and “b 2 ” stored in advance in the storage unit 15b, and the frequencies “ ⁇ 1 ”, “ ⁇ g ”, and “ ⁇ 2 ” in step S201. ”Is used to calculate the substantial length“ b g ”in the left-right direction of the member supporting the container 11 at the position of the center of gravity W according to the equation (13) (step S202).
- the calculation unit 15a includes the pitching frequency “ ⁇ ′” in step S8, the rolling frequency “ ⁇ g ” in step S201, the rolling center angle “ ⁇ ” of the center of gravity W of the container cargo vehicle in step S6, and the step S202.
- the above formula (8), formula (9) (however, “b” in formula (8) and formula (9) is “b g ”, and “ ⁇ ” is “ ⁇ g ”.
- a value “s g ” representing the position of the center of gravity W of the container freight vehicle step S203).
- the calculation unit 15a reads the constant “b 2 ” stored in advance in the storage unit 15b, the pitching frequency “ ⁇ ′” in step S8, the rolling frequency “ ⁇ 2 ” in step S204, and the container freight vehicle in step S6.
- Equation (9) (however, “b” in Equation (8) and Equation (9) is “ b 2 ”and“ ⁇ ”is“ ⁇ 2 ”), a value“ s 2 ”representing the position of the center of gravity W of the container freight vehicle is calculated (step S 205).
- the maximum value of the width of the container cargo vehicle is the length “b 2 ” of the rear lateral beam 21 of the container cargo vehicle.
- the length “s” in the left-right direction from the center 500 of the axle to the center of gravity W of the container cargo vehicle should be always smaller than the length “b 2 ” / 2 of the rear lateral beam 21 of the container cargo vehicle ( That is, the relationship of “s” ⁇ 0.5 ⁇ “b 2 ” always holds. Therefore, it is appropriate to select “
- the calculation unit 15a reads the constant “b 2 ” stored in advance in the storage unit 15b, “s g ” in step S203, “s 2 ” in step S205, and the rear lateral beam 21 of the container cargo vehicle. with a length of "b 2", the relationship inequality "
- step S206 If “Yes” in step S206, it is determined that “s g ” and “s 2 ” are substantially equal.
- “s g ” is defined as a length “s” in the left-right direction from the center 500 of the container cargo vehicle axle to the center of gravity W of the container cargo vehicle (step S207).
- k g (first method) a value representing the position of the center of gravity W of the container freight vehicle (hereinafter abbreviated as “k g (first method)”) is calculated according to equation (14) ( In step S208), this is defined as the length “k g ” from the front of the container 11 to the position of the center of gravity W.
- step S206 it is determined that “s g ” and “s 2 ” are not equal.
- “s 2 ” is the length “s” in the left-right direction from the center 500 of the container cargo vehicle axle to the center of gravity W of the container cargo vehicle (step S210).
- “s 2 ” it is considered preferable to select “s 2 ” because the maximum peak amplitude is more likely to appear clearly than the minimum peak amplitude (negative peak amplitude; bottom amplitude).
- the calculation unit 15a calculates a value representing the position of the center of gravity W of the container freight vehicle (hereinafter, abbreviated as “k g (second method)”) by the same method as the above steps S105 to S107 (In step S211 to step S214), “k g (first method)” is calculated by the same method as in step S208 (step S214).
- the length “k g ” from the front of the container 11 to the position of the center of gravity W should be always smaller than the total length “p” in the front-rear direction of the container freight vehicle (that is, “k g ” ⁇ “p” Relationship always holds).
- the calculation unit 15a reads the constant “p” stored in the storage unit 15b in advance, and “k g (first method)” in step S214 and “k g ” in step S214. (Second method) ”, using the length“ p ”of the container 11 in the front-rear direction, the relation inequality“
- step S215 it is determined that “k g (first method)” and “k g (second method)” are approximately equal.
- the average value is set to a length “k g ” from the front of the container 11 to the position of the center of gravity W (step S216).
- step S215 the a “k g (first method)” and “k g (second method)", because is not equal, "k g (second Method) ”is defined as a length“ k g ”from the front of the container 11 to the position of the center of gravity W (step S217).
- the center of gravity detection device 100 of this embodiment shaking longitudinal own weight direction during travel of the container cargo vehicle, and a swing detector 14 for detecting the roll in the width direction during traveling of the container cargo vehicle And an arithmetic unit 15.
- the arithmetic unit 15 uses the swing detector 14 to detect the longitudinal swing frequency “ ⁇ ′” in the own weight direction and the lateral roll frequency “ ⁇ 2 ” corresponding to the width dimension “b 2 ” of the container freight vehicle. ”, The pitch frequency“ ⁇ ′ ”in the own weight direction, the roll frequency“ ⁇ 2 ”in the width direction, the center angle“ ⁇ ”in the width direction, and the width dimension“ b 2 ”. Using this, the gravity center position “l” and the gravity center position “s” in the width direction of the container cargo vehicle in the cross section perpendicular to the traveling direction of the traveling body are calculated.
- the arithmetic unit 15 includes coefficients “K” and “K 0 ” of arithmetic expressions in which the relationship between the width dimension “b” of the container cargo vehicle and the rolling frequency “ ⁇ ” of the container cargo vehicle is formulated. Is derived using the gravity center position “l” in the own weight direction, the center position “s” in the width direction, the frequency “ ⁇ ′” of the vertical movement in the own weight direction, and the center angle “ ⁇ ” of the roll in the width direction, Using the coefficients “K” and “K 0 ” of the calculation formula, in this calculation formula, when the width dimension “b” is the length “p” of the travel direction of the container cargo vehicle, the rolling frequency “ Calculate “ around ⁇ ” (estimated value).
- the arithmetic unit 15 has a pitch frequency “ ⁇ ′” in the own weight direction, a roll frequency in the running direction “ around ” (estimated value), a center of gravity position “l” in the own weight direction, and a container cargo vehicle. Using the length “p” in the traveling direction, the center-of-gravity position “k g ” in the traveling direction of the container cargo vehicle is calculated.
- the above arithmetic expression is expressed by the following formula (15) formulated with the width “b” of the container freight vehicle as an independent variable and the rolling frequency “ ⁇ ” of the container freight vehicle as a dependent variable. Is done.
- the arithmetic unit 15 substitutes the "p" length in the running direction of the container cargo vehicle independent variables of the formula (15), the roll in the running direction of the container cargo vehicle frequency "longitudinal ⁇ " Calculate.
- coefficient “K” gravity center position “l” in the own weight direction, center position “s” in the width direction, pitch frequency “ ⁇ ′” in the own weight direction, and center angle “ ⁇ ” in the width direction.
- coefficient “K 0 ” the gravity center position “l” in the own weight direction, the gravity center position “s” in the width direction, and the center angle “ ⁇ ” of the roll in the width direction are included as variables.
- the center-of-gravity detection device 100 can calculate the three-dimensional center-of-gravity position during travel of the container cargo vehicle even if the road surface on which the trailer truck 50 travels is smooth.
- the three-dimensional center of gravity position can be calculated even for an automobile having a constant vehicle width in the traveling direction, such as a truck, a bus, and a passenger car (see a modification example described later). Therefore, the center-of-gravity detection device 100 according to the present embodiment can more universally guide the three-dimensional center-of-gravity position during travel of a traveling body such as a container freight vehicle or an automobile.
- the example of calculating the gravity center position in the three-dimensional space of the container freight vehicle has been described, but the application range of the gravity center detection device described in the present specification is not limited to this.
- container transportation vehicles such as container freight vehicles
- trucks trucks, buses, passenger cars, railway vehicles, ships, aircraft (e.g., takeoff and landing time) in various mobile means such it can.
- the acceleration Combining with a linear coordinate system acceleration sensor whose sensitivity axis is adjusted in the vertical direction of the passenger car is considered to be theoretically consistent for a rectangular passenger car having a short longitudinal length.
- the swing detector consisting of an angular velocity sensor and an acceleration sensor, directly placed on the body of the passenger car, appropriate time passenger cars and run on a road surface, the measurement of the angular velocity data and acceleration data by oscillating the detector It is good to do.
- the computing unit performs fast Fourier transform (FFT) on the time-series angular velocity data and acceleration data stored in the storage unit, and converts the angular velocity data and acceleration data into amplitudes corresponding to the respective frequencies. Convert to data.
- FFT fast Fourier transform
- the FFT distribution does not show two peak amplitudes at different frequencies but has one peak amplitude.
- the frequency corresponding to the peak amplitude of the “rolling frequency / amplitude distribution” is defined as the rolling frequency “ ⁇ ” in the equations (8) and (9), and the vehicle width of the passenger car (almost constant in the longitudinal direction of the passenger car). Is the length “b” in the equations (8) and (9), and the frequency corresponding to the maximum amplitude of the acceleration frequency / amplitude distribution is the frequency “ ⁇ ′” in the equations (8) and (9). Then, using the operation flow shown in FIG. 10 based on the “second method”, the position of the center of gravity in the three-dimensional space when the passenger car is traveling can be calculated.
- FIG. 13 is a diagram showing a calculation result of the three-dimensional center of gravity position when the railway vehicle travels by the center of gravity detection device according to the modification of the present invention.
- the angular velocity sensor of the polar coordinate system sensitivity axis of the angular velocity is adjusted to the width direction of the railway car 300 It is considered that the combination of a linear coordinate system acceleration sensor whose acceleration sensitivity axis is adjusted in the vertical direction of the railway vehicle 300 is theoretically consistent with the rectangular railway vehicle 300. Then, a swing detector (not shown) composed of these angular velocity sensor and acceleration sensor is arranged directly on the body of the railcar 300, and the railcar 300 runs on the track for an appropriate time to detect the swing. It is good to measure the angular velocity data and the acceleration data by the instrument.
- the arithmetic unit (operation unit; not shown) based on the angular velocity data and acceleration data of the time series stored in the storage unit over a Fast Fourier Transform (FFT), the angular velocity data and acceleration data, respectively Convert to amplitude data with respect to frequency.
- FFT Fast Fourier Transform
- this “rolling frequency / amplitude distribution” in this case, as shown in FIG. 13A, since the vehicle width of the railcar 300 is constant, the FFT distribution does not show two peak amplitudes at different frequencies. , The peak amplitude becomes one. That is, this “rolling frequency / amplitude distribution” is a typical example in which the frequency “ ⁇ 1 ” in FIG. 7 disappears.
- the frequency corresponding to the peak amplitude of the “rolling frequency / amplitude distribution” is set as the rolling frequency “ ⁇ ” in the equations (8) and (9), and
- the width (substantially constant in the front-rear direction of the railway vehicle 300) is the length “b” in the equations (8) and (9), and “vertical acceleration frequency / amplitude distribution” (see FIG. 13B). If the frequency corresponding to the maximum amplitude of is the frequency “ ⁇ ′” in the equations (8) and (9), the operation flow shown in FIG. 10 based on the “second method” is used.
- the position of the center of gravity in the three-dimensional space when the railway vehicle 300 is traveling can be calculated.
- the position of the center of gravity W of the railway vehicle 300 in the cross section perpendicular to the front-rear direction (traveling direction) of the railway vehicle 300 can be specified. Further, as shown in FIG. 13 (d), the position of the center of gravity W of the railway vehicle 300 in the traveling direction of the railway vehicle 300 (the longitudinal direction of the railway vehicle 300) can also be specified.
- FIG. 12 is a diagram showing an example of “pitching frequency / amplitude distribution” in the case where there is only one peak amplitude of the rolling motion.
- the peak of the amplitude of the specific rotational motion (rolling) about the left and right of the trailer truck 50 that is, the peak of the amplitude of “rolling around ⁇ ” in the front- rear direction of the container freight vehicle is shown in FIG. “Frequency / amplitude distribution” proves that measurement is difficult.
- the three-dimensional center-of-gravity position during traveling of the traveling body can be more universally derived than before.
- Container transport vehicles (container cargo vehicle), trucks, buses, passenger cars, railway vehicles, ships, aircraft (e.g., takeoff and landing time) to the calculation of the three-dimensional center-of-gravity position at the time of running, such as various moving means it can.
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Abstract
Description
演算ユニットと、を備え、
前記演算ユニットは、前記揺動検知器を用いて前記自重方向の縦揺れの周波数および前記走行体の幅寸法に対応する前記幅方向の横揺れの周波数を取得し、
前記自重方向の縦揺れの周波数、前記幅方向の横揺れの周波数、前記幅方向の横揺れの中心角度、および、前記走行体の幅寸法を用いて、前記走行体の走行方向に垂直な断面での前記自重方向の重心位置および前記幅方向の重心位置を演算し、
前記走行体の幅寸法と前記幅方向の横揺れの周波数との間の関係が定式化された演算式の係数を、前記自重方向の重心位置、前記幅方向の重心位置、前記自重方向の縦揺れの周波数、および、前記幅方向の横揺れの中心角度を用いて導き、
前記演算式の係数を用い、前記演算式において、前記走行体の幅寸法を前記走行体の走行方向の長さにした場合の前記走行方向の横揺れの周波数を演算し、
前記自重方向の縦揺れの周波数、前記走行方向の横揺れの周波数、前記自重方向の重心位置、および、前記走行体の走行方向の長さを用いて、前記走行体の走行方向についての重心位置を演算する、重心検知装置を提供する。
ただし、
K:前記自重方向の重心位置、前記幅方向の重心位置、前記自重方向の縦揺れの周波数、および、前記幅方向の横揺れの中心角度を変数として含み、K0:前記自重方向の重心位置、前記幅方向の重心位置、および、前記幅方向の横揺れの中心角度を変数として含む。
前記演算ユニットは、前記揺動検知器の出力データを、前記単振子運動の周波数と振幅との間の相関を表す横揺れデータに変換して、前記横揺れデータを基にして、前記幅寸法に由来する前記単振子運動のピーク振幅に対応して前記単振子運動の周波数を取得し、
前記揺動検知器の出力データを、前記往復運動の周波数と振幅との間の相関を表す縦揺れデータに変換して、前記縦揺れデータを基にして、前記往復運動の最大振幅に対応する前記往復運動の周波数を取得し、
前記幅寸法、前記取得された単振子運動の周波数、前記取得された往復運動の周波数、および、前記単振子運動の中心角度を用いて、前記垂直な断面での前記自重方向の重心位置および前記幅方向の重心位置を演算してもよい。
(実施形態)
<重心検知装置の構成例>
図1は、本発明の実施形態の重心検知装置の構成例を示した概略図である。図1(a)は、この重心検知装置を、コンテナ貨物車両の幅方向(側面)から見た図であり、図1(b)は、この重心検知装置を、コンテナ貨物車両の後側から見た図である。
<運動モデル>
図3および図4は何れも、図1のコンテナ貨物車両の走行時におけるその走行方向に垂直な断面での重心位置の導出法を説明する模式図である。図5および図6は、図1のコンテナ貨物車両の走行時におけるその走行方向についての重心位置の導出法を説明する模式図である。
<定式化>
以上の重心Wの運動モデルに鑑み、コンテナ貨物車両の重心Wを質点とする場合、コンテナ11の前後方向(走行方向)に垂直な断面におけるコンテナ貨物車両の重心Wの位置が、以下の如く定式化できる。
第1の方法
図7に示すように、異なる二つの周波数のところで、ローリング運動の極大ピーク振幅が現れる場合、特許文献8に記載された方法に倣い、コンテナ貨物車両の前後方向の重心Wの位置は、以下の如く定式化できる。
第2の方法
図8に示すように、カプラ13に由来するローリング運動の極大ピーク振幅が消滅した場合、コンテナ貨物車両の走行方向についての重心Wの位置は、以下の如く定式化できる。
<重心検知装置の動作例>
次に、本実施形態の重心検知装置100によるコンテナ貨物車両の3次元重心位置の検知動作の一例について図面を参照しながら説明する。
よって、「sg」および「s2」間の誤差の評価値として、『|「sg」-「s2」|/(0.5×「b2」)』を選ぶのが妥当であると考えられる。そこで、本実施形態の重心検知装置100では、関係不等式『|「sg」-「s2」|/(0.5×「b2」)<0.1』の場合、「sg」および「s2」間の誤差が小さいと判定する。換言すると、この場合、「sg」と「s2」と、がほぼ等しいと判定する。
ただし、係数「K」:自重方向の重心位置「l」、幅方向の重心位置「s」、自重方向の縦揺れの周波数「ν’」、および、幅方向の横揺れの中心角度「α」を変数として含み、係数「K0」:自重方向の重心位置「l」、幅方向の重心位置「s」、および、幅方向の横揺れの中心角度「α」を変数として含んでいる。
よって、本実施形態の重心検知装置100は、コンテナ貨物車両や自動車などの走行体の走行時における3次元重心位置を従来よりも普遍的に導くことができる。
(変形例)
本実施形態の重心検知装置100では、コンテナ貨物車両の3次元空間上の重心位置を演算する例を述べたが、本明細書に記載の重心検知装置の適用範囲は、これに限定されない。
11 コンテナ
12 コンテナシャーシ
13 カプラ
14 揺動検知器
14a 角速度センサ
14b A/D変換器
15 演算ユニット
15a 演算部
15b 記憶部
15c 操作設定/表示部
50 トレーラトラック(コンテナ輸送車両)
100 重心検知装置
201 垂直中心ライン
202 車軸位置ライン
204 路面
205 サスペンション
206 ローリング中心ライン
Claims (6)
- 走行体の走行時の自重方向の縦揺れ、および、前記走行時の幅方向の横揺れを検知する揺動検知器と、
演算ユニットと、を備え、
前記演算ユニットは、前記揺動検知器を用いて前記自重方向の縦揺れの周波数および前記走行体の幅寸法に対応する前記幅方向の横揺れの周波数を取得し、
前記自重方向の縦揺れの周波数、前記幅方向の横揺れの周波数、前記幅方向の横揺れの中心角度、および、前記走行体の幅寸法を用いて、前記走行体の走行方向に垂直な断面での前記自重方向の重心位置および前記幅方向の重心位置を演算し、
前記走行体の幅寸法と前記幅方向の横揺れの周波数との間の関係が定式化された演算式の係数を、前記自重方向の重心位置、前記幅方向の重心位置、前記自重方向の縦揺れの周波数、および、前記幅方向の横揺れの中心角度を用いて導き、
前記演算式の係数を用い、前記演算式において、前記走行体の幅寸法を前記走行体の走行方向の長さにした場合の前記走行方向の横揺れの周波数を演算し、
前記自重方向の縦揺れの周波数、前記走行方向の横揺れの周波数、前記自重方向の重心位置、および、前記走行体の走行方向の長さを用いて、前記走行体の走行方向についての重心位置を演算する、重心検知装置。 - 前記演算式は、前記走行体の幅寸法(b)を独立変数とし、前記走行体の幅方向の横揺れの周波数(ν)を従属変数として定式化された下記式(X)で表され、
前記演算ユニットは、式(X)の独立変数に前記走行体の走行方向の長さを代入することにより、前記走行体の走行方向の横揺れの周波数を演算する請求項1に記載の重心検知装置。
ν2=Kb2+K0・・・(X)
ただし、
K:前記自重方向の重心位置、前記幅方向の重心位置、前記自重方向の縦揺れの周波数、および、前記幅方向の横揺れの中心角度を変数として含み、K0:前記自重方向の重心位置、前記幅方向の重心位置、および、前記幅方向の横揺れの中心角度を変数として含む。 - 前記走行体が、牽引車両に牽引されるコンテナ貨物車両である請求項1または2に記載の重心検知装置。
- 前記自重方向の縦揺れが、前記走行体の重心を質点とした上下方向の往復運動に対応し、前記幅方向の横揺れが、前記走行体の幅方向の車軸の中心を支点とし、前記走行体の重心を質点とした左右方向の単振子運動に対応する場合、
前記演算ユニットは、前記揺動検知器の出力データを、前記単振子運動の周波数と振幅との間の相関を表す横揺れデータに変換して、前記横揺れデータを基にして、前記幅寸法に由来する前記単振子運動のピーク振幅に対応して前記単振子運動の周波数を取得し、
前記揺動検知器の出力データを、前記往復運動の周波数と振幅との間の相関を表す縦揺れデータに変換して、前記縦揺れデータを基にして、前記往復運動の最大振幅に対応する前記往復運動の周波数を取得し、
前記幅寸法、前記取得された単振子運動の周波数、前記取得された往復運動の周波数、および、前記単振子運動の中心角度を用いて、前記垂直な断面での前記自重方向の重心位置および前記幅方向の重心位置を演算している、請求項1乃至3のいずれかに記載の重心検知装置。 - 前記自重方向の縦揺れおよび前記幅方向の横揺れは、前記走行体の路面上での走行時に、前記路面の凹凸に応じて前記走行体に与えられる外乱による運動である請求項1乃至4のいずれかに記載の重心検知装置。
- 前記揺動検知器は、前記走行体に配置され、角速度の感度軸が前記自重方向および前記幅方向に調整された角速度センサを備える請求項1乃至5のいずれかに記載の重心検知装置。
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WO2015060319A1 (ja) * | 2013-10-23 | 2015-04-30 | 国立大学法人東京海洋大学 | 積載重量検出装置 |
JP2015096370A (ja) * | 2013-11-15 | 2015-05-21 | いすゞ自動車株式会社 | 車両の重心位置推定装置 |
WO2015133339A1 (ja) * | 2014-03-05 | 2015-09-11 | 豊 渡邉 | 横転危険警告装置 |
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CN106768636A (zh) * | 2016-12-22 | 2017-05-31 | 北奔重型汽车集团有限公司 | 一种可倾翻驾驶室重心测算方法 |
Also Published As
Publication number | Publication date |
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BR112012029625A2 (pt) | 2016-08-02 |
US20130132025A1 (en) | 2013-05-23 |
EP2573536A1 (en) | 2013-03-27 |
US9541389B2 (en) | 2017-01-10 |
JP5733533B2 (ja) | 2015-06-10 |
EP2573536B1 (en) | 2019-03-13 |
JPWO2011145332A1 (ja) | 2013-07-22 |
EP2573536A4 (en) | 2017-05-31 |
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