JPS6118208B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an unmanned driving control system for a dump truck, which causes the dump truck to automatically travel along a travel course and perform an automatic dumping operation at a predetermined hopper position.

Generally, a large dump truck (30 to 150 tons) is used to transport ore extracted in a mine or the like from an ore loading point to a crushing site. Conventionally, large dump trucks such as those described above have been driven by humans to shuttle them from the loading point to the stone crushing site.

However, in many cases, visibility is poor at night or due to smog, etc., and drivers have to drive in very bad environments with heavy noise and dust, and although it is a simple task, it is difficult for drivers to drive. It has become extremely tough work.

Furthermore, the dump operation was performed by the operator manually operating the hoist lever. For this reason,
If the operator operates the hoist lever roughly, an excessive load is applied, which may break the seal of the hoist cylinder or seriously damage the entire dumping device. And, in general, they are often handled roughly in this way.

The present invention has been made in view of the above-mentioned points, and a guide cable is laid on a vehicle running path from a loading point to a dumping point via a switchback type running path provided at a dumping site, and dump trucks are guided along the guiding cable. Then, the vehicle is driven from the loading point to the switchback type driving path while controlling the vehicle speed, and after performing a switchback operation on the driving path, a dumping operation is performed at the dumping site to discharge the cargo, and after the dumping operation is completed, the vehicle speed is controlled again. An object of the present invention is to provide an unmanned driving control device for a dump truck, which allows the dump truck to travel to a loading point while moving.

Hereinafter, the present invention will be explained in detail based on one embodiment of the accompanying drawings.

In Fig. 1, a vehicle running path 1 is provided between a crushed stone loading point 2 and a disposal site (hereinafter referred to as a hopper) 3 via a switchback type running path (hereinafter simply referred to as a switchback station) 4. In the field 4, guidance cables 6 to 9 are laid outside the running path and along the running path as shown. By laying the guide cables outside the running path in this way, these guide cables are not damaged when the dump truck 5 is traveling. Also, laying the cable is very easy. And each of these induction cables 6 to 9
Predetermined high frequency currents f ₁ to _{f 4} are applied to.
In addition, in the switchback station 4, each of the guide cables 6 to 9 is arranged intersecting with the running route at many places, so in this switchback station, the guide cables 6 to 9 are buried at a predetermined depth. This is to prevent damage caused by the running of the dump truck 5.

The dump truck 5 moves forward from the loading point 2 to position 4b of the switchback station 4 as shown by arrows A and B, moves backward from position 4b to 4d as shown by arrow C, and then performs a dumping operation to move to the hopper 3.
After discharging the cargo (not shown) into the interior and completing the dubbing operation, move from this position 4c to the loading point 2 by following the arrows D and E.
Move forward again as shown. As shown in FIGS. 2 and 3, detection coils 10, 11 and 12 are attached to the dump truck 5 on the induction cables 6-8 side. The detection coil 10 is arranged so that the detection direction is obliquely forward with respect to the vehicle body and at an inclination angle α toward the induction cable side. This angle of inclination α is intended to improve steering characteristics on curves in the travel path, and is set so that the detection direction is perpendicular to the guide cable at the position of the minimum radius curve in the travel path. The detection coil 11 is disposed at right angles to the vehicle body so that the detection direction is orthogonal to the induction cables 6 to 8 in the straight portion of the travel path. This detection coil 11 cooperates with the detection coil 10 to perform steering control when the dump truck 5 is traveling in reverse. The detection coil 12 is arranged so that its detection direction is orthogonal to portions 9a to 9c of the induction cable 9, which are laid orthogonal to the running path of the switchback station 4. This detection coil 12
are for detecting the stopping position at both ends 4b, 4d of the running path 4c. Then, the detection coils 10 and 11 receive the signals f ₁ to 8 of the induction cables 6 to 8.
f ₃ and the detection coil 12 receives the signal f ₄ from the induction cable 9.
Detect.

Now, as shown in FIG.
It is assumed that the vehicle is traveling in the direction of arrow A on the travel path 1 toward the switchback station 4 after loading the vehicle (see Figure).
At this time, flip-flop circuits FF ₁ to _{FF 5} of the travel control circuit 30 shown in FIG. 5 are all in a reset state, the output of the AND circuit A ₁ becomes 0, and the relay RY is turned on
RY ₂ and RY ₃ are off. In addition, relay RY ₁
~ _RY3 turns on when the input signal is 0, and turns off when the input signal is 1. Therefore, the detection device 26 shown in FIG.
Relay contact R ₁ is on and R ₂ and R ₃ are off. These detection devices 26 and travel control circuit 30
is installed on dump truck 5. In addition, _a high-speed command signal ^e h=
1 is output, and the constant speed traveling control device 35 (Fig. 6)
is added to the vehicle speed designation circuit 36.

The vehicle speed designation circuit 36 receives a back command signal ^e b, a high speed command signal e h, and a high speed command signal ^e h output from the travel control circuit 30.
Based on the dump command signal ^e d, vehicle speed setting signals such as low speed signal e ₅ , high speed signal e ₆ , stop signal e ₇ , reverse signal
e ₈ and signals e _{5 ′} to _{e 8 ′} corresponding to the signals e ₅ to _{e 8} are output. The signals _e5 to _e8 are sent to the actuator 40 via the changeover switch 37 and the amplifier 39, and the signals _e5 ' to
e ₈ ' is added to the automatic transmission control device 43.

The changeover switch 37 is normally connected to the contact 37a, and when the dump command signal e _d is output, the contact 3
7b. Engine speed setting device 3
8 outputs corresponding setting signals E ₁ ′, E _{2 ′} and applies them to the contact 37b of the changeover switch 37 when engine rotation command signals E ₁ and E ₂ outputted during dumping operation, which will be described later, are applied.

The automatic transmission control device 43 controls the automatic transmission 44 to switch to low speed, high speed, stop, reverse position, etc. based on the signals _e5 ' to _e8 '. Actuator 40 receives signal e ₅
- e ₈ A throttle lever (not shown) is driven to control the rotation of the engine 42. A throttle position detector such as a potentiometer 41 is attached to the actuator 40, and outputs a position signal ^ev corresponding to the throttle position, which is fed back to the input side of the servo amplifier 39 as a feedback signal. The rotation of the engine 42 is controlled by the transmission 44
The signal is transmitted to the wheels 45 through the vehicle, causing the dump truck 5 to travel. The vehicle speed detector 46 is the transmission 44
It is attached to the output shaft (not shown) of the output shaft, and outputs a pulse signal P with a period corresponding to the rotation speed of the output shaft. A frequency-voltage converter (hereinafter referred to as an F-V converter) 47 converts the input pulse signal P into an analog signal, outputs a signal ^ep according to the frequency, and feeds it back to the input side of the servo amplifier 39 as a feedback signal. And these signals ^e v, ^e p
and setting signals _e5 to _e8 , and if set vehicle speed - actual vehicle speed > 0, the throttle opening is opened to accelerate, and if set vehicle speed - actual vehicle speed < 0, the throttle opening is closed. to apply the engine brake. Note that when decelerating, it is difficult to decelerate with engine braking alone, so a retarder is used. That is, the comparator 48 outputs a signal ^e c when vehicle speed setting voltage (e) - actual speed voltage ( ^e v) + bias voltage (V ₁ ) < 0, and operates a pneumatic solenoid valve (not shown). and actuates a retarder (not shown). Note that the bias voltage _V1 is set to correspond to, for example, 3 km/h.

The pneumatic solenoid valves 49a and 49b are connected to the vehicle speed designation circuit 36.
is driven when a stop signal S ₀ is applied from
Activate the front and rear brakes (not shown) to stop the wheels.

Then, the constant speed traveling control device 35 causes the dump truck 5 to travel at a constant speed at a predetermined high speed, for example, 35 km/h, based on the high speed command signal ^eh .

The detection coil 10 detects the signal f ₁ and the detection device 2
Bandpass filter BPF ₁ ~
Add to BPF ₃ . Bandwidth filter BPF ₁ , BPF ₂ ,
BPF ₃ passes only predetermined signals f ₁ , f ₂ , and f _{3 ,} respectively. In addition, the band filters BPF ₄ and BPF ₅ are also used to
Only f ₁ and f ₄ are allowed to pass. Therefore, the bandpass filter
The signal f ₁ that has passed through BPF ₁ is applied to detection circuit 16 via rectifier circuit 18 and relay contact R ₁ . The detection circuit 16 adds the input signals f ₁ to _{f 3} to the detected addition point d.

The detection coil 11 also detects the signal f ₁ and the amplifier 1
4. Add to the detection circuit 17 via the bandpass filter BPF ₄ . This detection circuit 17 detects the signal f ₁ and adds it to the addition point g. Bias signals V ₂ and V ₃ are applied to addition points d and g, respectively. This signal V ₂ , V ₃
As shown in FIG. 2, when the dump truck 5 travels along a predetermined traveling path,
When the distance between 8 and the detection coils 10 and 11 is a predetermined distance L, the difference between the outputs of the detection circuits 16 and 17 is 0.
It is set so that When the dump truck 5 deviates from the traveling path, the bias signal
Deviations S ₁ and S ₂ from V ₂ and V ₃ are applied to compensation circuits 51 and 52 of the steering control device 50 shown in FIG. Signal S ₁ is also applied to compensation circuit 52 . The compensation circuit 51 is a circuit for stabilizing the steering when the dump truck 5 moves forward, and outputs a signal corresponding to the input signal _S1 and applies it to the contact 53a of the changeover switch 53.
The compensation circuit 52 is a steering stabilization circuit when reversing, and detects the attitude angle of the dump truck 5 when reversing based on the deviation between the signal _S1 and the signal _S2 , and outputs a corresponding signal to control the changeover switch 53. It is added to the contact point 53b. This changeover switch is connected to the contact 53a when moving forward.
In addition, when the vehicle is traveling in reverse, the contact is switched to contact 53b.

Potentiometer 57 is for outputting a feedback signal, is driven by steering servo motor 55, and applies feedback signal _S3 to addition point h. The deviation S is then added to the servo amplifier 54. The servo motor 55 automatically operates the operation handle 56 of the dump truck 5 in response to the output signal of the servo amplifier 54, corrects the course deviation of the dump truck 5, and causes the dump truck 5 to travel along a predetermined travel path. This operating handle 56 is steered in the direction and amount of correction so that the deviation becomes zero. The servo motor 55 is driven until the input deviation becomes 0, and the steering is corrected by operating the operating handle 56.

In this way, the course deviation of the dump truck 5 is detected and the steering control is automatically performed so that the dump truck 5 follows a predetermined travel path.

Furthermore, as shown in FIG.
When the dump truck 5 travels on the inside of a curve with a predetermined radius of curvature on a traveling road, the detection coil 10 is inclined toward the front outside of the vehicle body at an inclination angle α, and therefore Detect curve position. Further, due to the inclination angle α, the detection coil 10 gradually becomes orthogonal to the cable 6 from the starting end of the curve position. Therefore, the output voltage of the detection coil 10 when the vehicle is traveling at a curve position is higher than when traveling in a straight line. Therefore, the steering is corrected early even before the dump truck 5 moves to the curve position. In this way, the vehicle travels along the curve, and the output voltage of the detection coil 10 gradually increases from the beginning of the curve until it crosses the cable 6 at right angles, and reaches its maximum at the position at right angles. Then, the output voltage gradually attenuates until it reaches the final end of the curve. Therefore, the operating handle 56 corrects the steering gradually from the starting end of the curve at first, but at the position where the detection coil 10 is orthogonal to the cable 6, the steering is corrected to the maximum. From the orthogonal position to the final end of the curve, the steering wheel 56 is corrected so that it is initially large and then gradually returned to a gentler state. Before the dump truck 5 shifts from the final end of the curve to a straight course, the detection coil 10 detects this state, and the steering is corrected so that the operating handle 56 is returned gently. Therefore, the dump truck 5 can smoothly transition on the course from traveling in a straight line to traveling in a curved position, and from traveling in a curved position to traveling in a straight line again.

On the other hand, when the dump truck 5 runs on the outside of a curve, as shown in FIG. The position of the curve is detected before moving to the curve, the steering of the operating handle 56 is corrected early and gradually, and the dump truck 5 is smoothly run along the curve. Then, at the curve position, the output of the detection coil 10 is greatly attenuated compared to when the vehicle is traveling in a straight line. The amount of attenuation of this output is small at the beginning of the curve, and gradually increases until the detection coil 10
The output reaches its maximum at the position where the cable 6 and the cable 6 are most inclined from the orthogonal position, and gradually decreases until reaching the final end of the curve, and just before transitioning to straight-line travel, the output is restored to that during straight-line travel. Therefore, the operation handle 56 is adjusted early based on the change in the induced voltage, and the dump truck 5 is controlled to smoothly travel along the curve, and smoothly transitions back to straight travel from the final end of the curve.

The rectifier circuit 18 rectifies the input signal f ₁ and applies it to the comparator 22 . The comparator 22 outputs a signal e ₁ =1 when the signal is applied. Rectifier circuit 1
9, 20 and 21 rectify the input signals f ₂ , f ₃ and f ₄ and apply them to comparators 23, 24 and 25, respectively. These comparators 23, 24, and 25 output signals e ₂ =1, e ₃ =1, and e ₄ =1 when inputted thereto, respectively. These signals e ₁ -e ₄ are applied to the travel control circuit 30 as shown in FIG.

Now, the dump truck 5 is the switch truck 4.
, the detection coil 10 detects the signal f ₂ outside the signal f ₁ and therefore the comparator 19
A signal e ₂ =1 is output from. When the signals e ₁ and e ₂ become 1, the output of the NAND circuit N ₁ of the control circuit 30 becomes 0, the flip-flop circuit FF ₁ is set, and the output changes from 1 to 0. The differentiating circuit 31 outputs a trigger pulse and applies it to the timer circuit 32 when the input signal changes from 1 to 0. The timer circuit 32 operates for approximately 2 seconds when a trigger pulse is applied, and outputs a signal 1 during this time. The flip-flop circuit FF ₂ is set at the falling edge of this signal 1, so that the relay RY ₂ is energized and the relay contact R ₂ of the detection device 26 is turned on. At the same time, flip-flop circuit _FF5 is set, the output of AND circuit _A1 becomes 1, relay _RY1 is deenergized, and contact _R1 is turned off. Therefore, the signal f ₂ is applied to the detection circuit 16 via the contact R ₂ . Then, the dump truck 5 receives a signal 2 seconds after the signal e ₂ =1 is output.
Steering is controlled by _f2 , and the vehicle travels toward position 4b of switchback station 4. Further, the high speed command signal ^e h becomes 0, and the constant speed traveling control device 35 moves the dump truck 5 at a predetermined low speed, for example, 5 km/h.
to control.

When the dump truck 5 advances to position 4b, the detection coil 10 detects the signals f ₁ and f ₂ and the detection coil 12 detects the signal f ₄ , and the signals e ₁ = 1, e ₂ = 1, e ₄ = 1 are output. be done. Therefore, the output of NAND circuit _N2 becomes 0, flip-flop circuit _FF2 is reset, and relay _RY2 is deenergized. At the same time, flip-flop circuit _FF3 is set and relay _RY1 is energized. At the same time, a back command signal ^e b =1 is output and applied to the constant speed cruise control device 35. The control device 35 stops the dump truck 5 based on the signal ^eb , and then controls the dump truck 5 to travel backward. During this backward movement, the detection coils 10 and 11 detect the signal _f1 ,
Therefore, signals S ₁ and S ₂ are applied to compensation circuit 52. When traveling in reverse, the changeover switch 53 is switched to the contact 53b as described above, and therefore the signal is
The deviation between S ₁ and S ₂ is added to addition point h. Then, the deviation S from the feedback signal _S3 from the potentiometer 57 is applied to the servo amplifier 54. The servo motor 55 performs switchback control so that the signal S becomes zero. Therefore, the dump truck 5 travels backward along the guide cable 6 on the straight path 4c of the switchback station 4 toward the position 4d.

When the dump truck 5 reaches the position 4d, the detection coil 12 detects the signal _f4 . On the other hand, the detection coil 10 also detects the signal f ₃ in addition to the signal f ₁ , and therefore,
Signals e ₁ =1, e ₃ =1, and e ₄ =1 are output. Therefore, the output of the NAND circuit _N3 becomes 0, the flip-flop circuit _FF3 is reset, and the signal ^eb becomes 0.
Then, the back command is canceled and the relay is activated.
RY ₁ is deactivated. At the same time, the flip-flop circuit _FF4 is set, and the dump operation command signal ^e d=
1 is output. The constant speed traveling control device 35 moves the dump truck 5 to position 4d based on this signal ^e d = 1.
to stop. Also, relay RY ₃ is energized.
Furthermore, as mentioned above, the changeover switch 37
7b.

In the automatic dump sequence, as shown in Figure 10, when a dump command signal is applied, the hoist lever is set to the "up" position, the engine speed is increased to a predetermined speed, for example, 2400 rpm, and the vessel is moved upward. . When the Bethel moves up to the "Medium" position, the engine speed is returned to idling. When Bethel moves up to this “middle” position,
After that, it will move up to the Bethel ``upper'' position by its own weight. Of course, the load will gradually fall during this upward movement to the "up" position. Then, the vessel is stopped at the "up" position for a certain period of time, for example, 3 seconds, and the cargo is completely dropped. After 3 seconds have elapsed, the hoist lever is set to the "down" position, the engine speed is increased to, for example, 1500 rpm, and the vessel is lowered to the "middle" position. Bethusel is “inside” this
When the engine moves down to the position, the engine speed returns to idling. Once Bethel moves down to this "middle" position, it will then descend to the "lower" position under its own weight. When the vessel is completely returned to this "down" position, the hoist lever is set to the "float" position. In this way, automatic dump control is performed. In order to execute such automatic dump control, a hoist lever positioning control device 60, a vessel position detection device 70, and an automatic dump control device 75 as shown in FIGS. 11 to 13 are configured.

The hoist lever positioning control device 60 is constructed as shown in FIG. Hoist lever 61
There are four switching positions: ``Up'', ``Hold'', ``Down'', and ``Floating'', and it must be possible to set to each position.
The minimum required positions for automatic dump operation are ``top'', ``bottom'', and ``floating''. Also, the movement of this hoist lever 61 is "up" as shown in the figure.
→ "Down" → "Floating" only, it doesn't change.

The cam 64 is rotatably supported by a shaft 65. This cam 64 is connected to the shaft 62 of the hoist lever 61 via a link mechanism 63. Further, a lever driving hydraulic cylinder 66 is connected to this cam 64, and its drive is controlled by a solenoid valve 67. Therefore, by operating this solenoid valve 67, the cylinder 66 and the cam 6
4. Hoist lever 61 via link mechanism 63
can be set at any appropriate position among the above-mentioned positions "upper", "lower", and "floating". Limit switch LS ₁ ~
LS ₃ is for controlling the position of the hoist lever 61, and is disposed at a predetermined position facing the cam 64. These limit switches LS ₁ ~ LS ₃
serves as a break contact, and is controlled to be turned on or off by a cam 64. When the hoist lever 61 is in the "up" position, the limit switch LS ₁
~LS ₃ is off, LS ₁ is on when in “down” position,
When LS ₂ and LS ₃ are off, and in the "floating" position, LS ₁ to _{LS 3} are on. In this way, the hoist lever positioning control device 60 is configured.

As shown in FIG. 12, the vessel position detection device 70 has a cam 73 attached to the hinge pin 72 of the vessel 71. And this cam 73
Limit switch LS ₄ in a predetermined position opposite to
LS ₆ is installed and controlled on and off by a cam 73. These limit switches LS ₄ ~
LS ₆ is for detecting the Bethel position, and in the Bethel "up" position the limit switch LS ₄ ~
LS ₆ off, LS ₄ on in "medium" position, LS ₅ ,
When LS ₆ is off and in the "down" position, LS ₄ to LS ₆ are on. In addition, these limit switches LS ₄ ~
LS ₆ is the break contact.

Now, as described above, when the dump truck 5 stops at the position 4d of the switchback station 4, the dump command signal ^ed =1 is applied to the AND circuit _A3 of the automatic dump control circuit 75 shown in FIG. still,
All limit switches LS ₁ to _{LS 6} are on, and the engine (not shown) is idling. Since limit switch LS ₁ is on, the AND circuit is connected via inverter circuit I ₂ .
Signal 1 is applied to A ₃ , and therefore, this AND circuit A ₃ outputs signal 1, turning on solenoid valve driving transistor Tr ₁ , and solenoid valve 67 (first
1) is switched to the "up" side, and the hoist lever 61 is set to the "up" position. When the hoist lever 61 is set to the "up" position, limit switches _LS1 to _LS3 are turned off. Therefore,
The transistor Tr ₁ is turned off, the solenoid valve 67 is switched to the neutral position, and the hoist lever 61 is fixed in the "up" position. At the same time, signal 1 is applied to NAND circuit _N7 . A signal 1 is applied from the inverter circuit I ₄ to this NAND circuit N ₇ , so the output of this NAND circuit N ₇ becomes 0, and a signal E ₁ =1 is outputted via the inverter circuit IE. Then, based on this signal E ₁ , the engine rotation speed setting device 38 (FIG. 6) outputs a corresponding signal E ₁ ' and applies it to the contact 37b. Based on this signal _E1 ', the control device 35 adjusts the engine speed to the aforementioned 2400 rpm.
The vessel 71 (FIG. 12) is moved upward by driving a hydraulic pump (not shown).

When Bethel 71 moves up to the "middle" position, limit switches LS ₅ and LS ₆ are turned off, and signal E _{1 is} turned off.
becomes 0. The engine is therefore returned to idle. Then, as described above, the Bethel 71 moves upward by its own weight to the "up" position. During this upward movement of the vessel, the cargo begins to fall into the hopper 3 (FIG. 1). Then, when the Bethel 71 moves up to the "up" position, the limit switch _LS4 is turned off.
The delay circuit 76 holds the signal 0 for a certain period of time (3 seconds) after the limit switch LS ₄ is turned off, and then applies the signal 1 to the NAND circuit N ₅ . By holding the vessel 71 in the "up" position for these three seconds, the cargo is completely dropped. Since the limit switch LS ₂ is off, a signal 1 is applied to the NAND circuit N _5. Therefore, this NAND circuit N ₅ outputs a signal 0 and becomes a NOR circuit.
Add to NOR ₁ . Signal 1 is added to this NOR circuit NOR ₁ from NAND circuit N ₆ , and therefore,
This NOR circuit NOR ₁ outputs a signal 1 to turn on the solenoid valve driving transistor Tr ₂ , so that the solenoid valve 67 is switched to the hoist lever "down" side, and the hoist lever 41 is set to the "down" position. When the hoist lever 61 is in the "down" position, the limit switch _LS1 is turned on and a signal 1 is applied to the AND circuit _A5 via the inverter circuit _I2 . Furthermore, since the limit switch _LS5 is off, the signal 1 is applied to the AND circuit _A5 . Therefore, this AND circuit A ₄ outputs the signal E ₂ =1. The engine speed setting device 38 uses this signal.
A corresponding signal E ₂ ' is output based on E ₂ and applied to the contact 37b of the changeover switch 37. The control device 35 adjusts the engine speed to the above based on the signal E ₂ '.
The speed is increased to 1500 rpm, and the Bethel 71 is lowered from the "upper" position to the "middle" position. in this case,
The reason why the engine speed is set to 1500 rpm is to forcibly apply hydraulic pressure to lower the hoist cylinder (not shown) for driving the Betsu cell in order to pass the top dead center.

When Bethel 71 moves down to the "middle" position, limit switch LS ₄ turns on, and NAND circuit N ₅
The output of becomes 1. Therefore, the output of NOR circuit NOR ₁ becomes 0, transistor Tr ₂ turns off,
The solenoid valve 67 is switched to the neutral position, and the hoist lever 61 is fixed in the "down" position. Then, when the Bethel 71 is slightly lowered from the "middle" position, the limit switch _LS5 is turned on and the signal _E2 becomes 0. The engine therefore returns to idling. Then, the Bethel 51 is lowered by its own weight to the "lower" position. Bethel 71 is “lower”
When the position is reached, limit switch LS ₆ is turned on and 1 is added to NAND circuit N ₆ . The delay circuit 77 is activated after the hoist lever 61 is first driven from the "floating" position to the "up" position, i.e.
1 leaves the "floating" position and turns off, the operation of the Bethel proceeds and the limit switch LS ₆
This is to delay the logic operation for a certain time t until the limit switch LS ₆ is turned on, and the input to the AND circuit A ₄ is held at 0 until just before the limit switch LS 6 is turned on. Then, after time t, signal 1 is applied to AND circuit _A4 . Therefore, the output of the AND circuit _A4 becomes 0, the signal 1 is output from the NOR circuit _NOR1 , and the transistor _Tr2 is turned on. Then, the solenoid valve 67 is again switched to the "down" side of the hoist lever, and the hoist lever 61 is set to the "floating" position. At the same time, limit switches LS ₂ and LS ₃ are turned on, and transistor Tr ₂ is turned off. Therefore, the solenoid valve 67 is switched to the neutral position and the hoist lever 61 is fixed in the "floating" position. In this way, the automatic dump operation is completed and all limit switches _LS1 to _LS6 are turned on.

When the dump operation is completed and the limit switch LS ₆ is turned on, a dump operation completion signal E ₃ is output. After this signal EC is masked for a certain period of time, for example, 5 seconds by the mask circuit 78, the vehicle speed designation circuit 36
added to. This mask circuit 78 is extremely dangerous if the dumping operation has not yet been completed when the signal _E3 is output and the vehicle starts. For a certain period of time after landing at the position, the vehicle will not start even if signal _E3 is output. When this signal _E3 is applied, the constant speed traveling control device 35 causes the dump truck 5 to travel forward at a low speed, for example, at 5 km/h.

At this time, relay RY ₃ (5th
1) is already on, and the dump truck 5 therefore travels at low speed along the signal _f3 , ie the guide cable 8, as indicated by the arrow D in FIG. Then, when the dump truck 5 approaches the exit 4e of the switchback station 4, the detection coils 10 and 12 detect the signals f ₁ , f ₂ , f ₃ , and f ₄ , and the signal e ₁
~e ₄ =1 is output. Then, flip-flop circuit _FF4 is reset and relay _RY3 is deenergized. At the same time, as mentioned above, dump truck 5
The flip-flop circuits FF ₁ and FF ₅ that were set when passing the position 4a are reset, the relay RY ₁ is energized, and the high-speed command signal ^e h=1
is output. Therefore, the dump truck 5 has a signal
f ₁ That is, high-speed traveling is controlled along the guide cable 6 toward the loading location 2 at the aforementioned speed of 35 km/h.

Now, in the mine, as shown in FIG. 14, a face 80 is blasted and broken down, and the crushed ore 81 is collected by a loader 82 and loaded onto the dump truck 5. In this case, the face 80 is collapsed by about 10 m per day, so when transporting the collapsed ore 81, there is a considerable distance from one end of the face to the other, and the loading location is not constant every day. Therefore, it is necessary to change the stopping position according to the advancement of this face. In order to control the stop position in this way, first, a predetermined position of the loading point 2, for example, the frontmost position 2a of the face, is
A transmitter 83 is positioned as shown in FIG. 14 to send out a signal _f5 of a predetermined frequency. On the other hand, the dump truck 5 is equipped with a program stop position control device 85 as shown in FIG.

When dump truck 5 passes position 2a, detector 86 detects signal f ₅ and outputs a preset pulse P ₁ to be applied to down counter 87 and flip-flop circuit 88. Flip-flop circuit 88 is set when pulse P ₁ is applied;
The clear signal is removed to enable down counter 87. When the pulse _P1 is applied to the down counter 87, a predetermined preset content _P2 is inputted. On the other hand, this down counter 87 receives a distance pulse from a distance pulse generator (not shown) mounted on the vehicle.
P ₃ has been added. This distance pulse _P3 is sent out, for example, every time a wheel (not shown) rotates once.
Such distance pulse generators are well known, so that by counting these distance pulses _P3 the distance traveled by the dump truck 5 can be determined. The down counter 87 starts counting down the distance pulse _P3 from the preset contents, outputs a signal corresponding to the contents of the counter, and applies it to the comparators 89 and 90. Therefore, the contents of counter 87 decrease each time the wheel rotates.
The comparator 89 outputs a low speed command signal e ₁₀ =1 when the content of the counter 87 becomes below a certain value, and in addition to the above-mentioned vehicle speed designation circuit 36, controls the dump truck 5 to travel at a low speed. Furthermore, when the dump truck 5 travels and the content of the down counter 87 becomes 0, the comparator 90 outputs the release command signal e ₁₁ =
1 is outputted and added to the vehicle speed designation circuit 36, and the dump truck 5 is stopped. At the same time, the flip-flop circuit 88 is reset and outputs a clear signal.
The down counter 87 is rendered inoperable. Therefore,
By setting the contents of the preset added to the down counter 87 to an appropriate value, the dump truck 5 can be stopped at a desired position of the loading point 2 according to the advance of the face 80. Therefore position 2
Cycle time can be gained by passing through point a at high speed, decelerating before the stop position, and stopping at the stop position.

When loading is completed, the operator of the manned loader activates the remote start/stop device 9 as shown in FIG.
The start switch _SW1 of the transmitter 93 installed in the loader 82 of No. 2 is turned on to send out a start signal. The dump truck 5 is equipped with a receiver ₉₄ as shown in FIG. Drive towards Hoppa 3. Furthermore, the transmitter 9
Stop switch SW ₃ is used by the operator to stop the dump truck as appropriate.
outputs a stop pulse P5 and applies it to the travel control device ₃₅ when the stop switch _SW2 is turned on.
In this way, the loader operator can start or stop the dump truck 5 while riding on the loader 82.

In this way, the dump truck 5 is driven from the loading point 2 through the switchback station 4 to the hopper 3 while controlling the speed, and after the dumping operation is performed, the dump truck 5 is driven to the loading point again while controlling the speed. It can be stopped at a predetermined position in the loading area.

In addition, in the above embodiment, the case where there is one hopper is described, but when there are multiple hoppers, the number of induction cables is laid as the number of hoppers,
This can be easily dealt with by switching the guidance signal to the target hopper.

As explained above, according to the present invention, it is possible to automatically travel between the loading point and the dumping point while controlling the speed, and also to perform automatic dumping operation at the dumping point, so cycle time can be gained and the work Efficiency can be improved. Furthermore, there are excellent effects such as labor saving.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram of essential parts showing one embodiment of the driving route of the unmanned dump truck driving control device according to the present invention, and FIGS. 2 and 3 are diagrams showing one embodiment of the dump truck according to the present invention. Fig. 4 is a block diagram of the detection device, Fig. 5 is a block diagram of the cruise control circuit, Fig. 6 is a block diagram of the constant speed cruise control device, Fig. 7 is a block diagram of the steering control device, and Figs. FIG. 10 is a flowchart showing an automatic dump sequence, FIG. 11 is a diagram showing a hoist lever positioning control device, and FIG. 12 is a main part showing a Betsu cell position detection device. Enlarged view, Figure 13 is a block diagram of the automatic dump control circuit, Figure 14 is a diagram showing an embodiment of the loading location, Figure 15 is a block diagram of the program stop position control device, and Figure 16 is the remote start/stop device. FIG. 1... Travel path, 2... Loading point, 3... Hopper, 4... Switchback station, 5... Dump truck, 6-9... Guidance cable, 10-12...
Detection coil, 26...Detection device, 30...Travel control circuit, 35...Constant speed travel control device, 50...Steering control device, 60...Hoist lever positioning control device, 70...Betsu cell position detection device, 75 ... Automatic dump control circuit, 80 ... Face, 85 ... Program stop position control device, 93
...Transmitter, 94...Receiver.

Claims (1)

[Scope of Claims] 1. A guide cable is laid along a driving course that goes around between a loading site and a dumping site via a switchback station that has a vehicle entry point, a turning point, and an exit point, and the dump truck is guided along the cable. In an unmanned driving control device for a dump truck that runs unmanned, the driving course for the switchback area among the driving courses is divided into a plurality of sections divided by the vehicle entry point, the turning point, and the exit point. At the same time, a plurality of closed-loop induction cables to which induction signals of different frequencies are constantly applied are laid in different combinations for each section, and on the side of the dump truck, as the truck travels, each of these induction cables is A detection coil that detects the induction signal, a control device that executes control corresponding to the command content determined by the combination of the frequency of the detected induction signal, and a control device that executes control that corresponds to the command content from the operator outside the vehicle. An unmanned driving control device for a dump truck, characterized in that it is provided with a remote control device for executing control.