JPH09102765A - Cargo management system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To eliminate cargo loading and unloading confirmation errors by providing a weak output transmitter that is attached to every cargo, an on- vehicle receiver containing a signal detection means, and a cargo management means which manages the cargo loading and unloading states. SOLUTION: A crew member inputs a delivery invoice to an input part 15a to read the cargo numbers, the delivery spots, etc., via a memory 15c. When the crew member loads the cargo (equipped with a transmitter 11) of the number shown on a display 15b into a cargo room, a carrier detection circuit 12b of a receiver 12 prepared in an operation room outputs H since the carrier signal is set at reference level or higher. When the cargo arrives at a spot B, the cargo number corresponding to the spot B is retrieved of the cargo data stored in the memory 15c and then shown on the display 15b. When the crew member unloads the cargo of the corresponding number out of the cargo room, the circuit 12b of the operation room output L since the carrier signal is reduced down to the reference level or less. Thus the unloading confirmation errors of cargoes can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to forgetting to load a cargo which may occur during transportation of a cargo by a vehicle.
The present invention relates to a load management system capable of preventing an abnormal situation such as forgetting to load or unload, loss, and the like, and recognizing a load position or the like of a load on a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a method of managing a load of this type, firstly, a crew member collates a delivery slip or the like with a delivery destination described with a slip attached to the load, searches for a corresponding load, and places it in a vehicle. Load, close the luggage compartment door and depart. When the vehicle arrives at the designated delivery destination, the crew opens the door of the luggage compartment, searches for the load (pasted slip) that corresponds to the delivery slip that describes the delivery destination, lowers it from the vehicle, and opens the luggage compartment door again. Close and start. The load was loaded and unloaded at a plurality of points designated by the above method. In addition, the delivery slip and the slip attached to the shipment were checked to see if the shipment was lost.

Further, in order to grasp the delivery status of the load at the delivery center that manages the vehicle, the crew member uses the portable wireless device (or the vehicle wireless device) to the base station (delivery center or the like) to manage the load. It adopted the method of reporting (loading, unloading, etc.) point by point.

[0004]

According to the conventional method, when the crew member confirms the delivery slip and the slip attached to the load, he forgets to load the load due to omission of confirmation (mismatch).
Accidental delivery (unloading), loss, etc. will occur. In addition, the burden on the crew such as the status report of the cargo to the distribution center increases.

The present invention reduces the burden on crew members, and
The purpose is to remedy confirmation errors when loading and unloading cargo.

[0006]

In order to solve the above-mentioned problems, the present invention provides a weak output transmitter mounted on a load and transmitting a specific signal, and a transmitter provided on a vehicle and specified by the transmitter. And a load management means for managing the loading state of the load on the vehicle based on the detection result from the signal detection means. It is a thing.

Further, the specific signal is a carrier signal having a unique frequency, and the signal detecting means is a carrier detecting means for detecting a carrier signal having the unique frequency. Further, the specific signal is a tone signal of a specific frequency superposed on a carrier of a specific frequency, and the signal detection means is a tone detection means for detecting a tone signal of the specific frequency. It is a thing.

Further, the specific signal is unique data superposed on a carrier of a unique frequency, and the signal detecting means is a data detecting means for detecting the received unique data. It is a thing. Further, a plurality of weak output transmitters that are mounted corresponding to a plurality of loads and that send a specific signal corresponding to each load, and a specific signal from the plurality of transmitters provided on the vehicle A receiver having signal detection means for individually detecting the load, and a load management means for individually managing the loading states of the plurality of loads on the vehicle based on the detection results from the signal detection means. It is characterized by becoming.

Further, the specific signal is a carrier signal having a different frequency for each transmitter, and the signal detecting means is a plurality of carrier detecting means for individually detecting the carrier signals having the different frequencies. To do.
Further, the specific signal is a tone signal of a plurality of frequencies superimposed on a carrier wave of a unique frequency, and the signal detecting means is a plurality of tone detecting means for individually detecting the tone signals of the plurality of frequencies. It is characterized by that.

Further, the specific signal is a plurality of data superposed on a carrier wave having a specific frequency, and the signal detecting means respectively receives the plurality of received data and the plurality of unique data corresponding to the cargo. It is characterized in that it is a data detection means for detecting. Further, the specific signal is a carrier signal having a different frequency for each transmitter,
The signal detection means includes carrier frequency switching means for switching the reception frequency of the carrier signal corresponding to each transmitter, and detects the carrier signal based on the carrier frequency switched by the carrier frequency switching means. It is characterized by that.

Further, the specific signal is a tone signal having a plurality of frequencies superimposed on a carrier having a unique frequency, and the signal detecting means switches the receiving frequency of the tone signal corresponding to each transmitter. Equipped with switching means,
It is characterized in that the tone signal is detected based on the tone frequency switched by the tone frequency switching means.

Further, the receiver side is provided with a receiving sensitivity adjusting means for adjusting a receiving sensitivity for receiving a specific signal from the transmitter. Further, the receiver side is provided with a distance calculating means for calculating a distance between the transmitter and the receiver based on a sensitivity range of the receiving sensitivity adjusting means and a receiving state of the receiver. It is characterized by that.

Further, the transmitter is provided with a transmission output adjusting means for adjusting a transmission output for transmitting the specific signal. Also, on the receiver side,
It is characterized by comprising distance calculating means for calculating a distance between the transmitter and the receiver based on an output range of the transmission output adjusting means and a receiving state of the receiver.

Further, the cargo management means is provided with display means for displaying the detection result from the signal detection means. Further, the cargo management means is characterized by including an instruction means for instructing management of loading of a specific cargo among the plurality of cargos. Also, a first transmitter mounted on a load and having a weak output for transmitting a specific signal, and a signal detecting means for detecting a specific signal from the first transmitter are provided.
A mobile station including a receiver, and a second transmitter that transmits the detection result from the signal detection means to a base station; a second receiver that receives the detection result from the mobile station; And a base station including a cargo management unit that manages a loaded state of the cargo according to a detection result from the signal detection unit received by a second receiver. .

Also, a weak output transmitter mounted on the load and transmitting a specific signal, and a first receiver having a signal detecting means for detecting a specific signal from the transmitter,
A mobile station including a first transceiver that transmits a detection result from the signal detection unit to a base station and receives a command from the base station, and a command to control loading of the plurality of loads. Means, and a base station including a second transceiver for receiving the detection result from the mobile station and transmitting the instruction result by the instructing means to the mobile station. Is.

Further, the transmitter is characterized by comprising intermittent transmitting means for intermittently outputting the specific signal at a predetermined interval.

[0017]

1 is a block diagram for explaining the principle of a cargo management system according to a first embodiment of the present invention, (a) is a system block diagram, (b) is a detailed view of a monitoring unit, and (c). FIG. 4 is a diagram showing an example of data contents. Hereinafter, description will be given with reference to the drawings.
Reference numeral 11 denotes a transmitter attached to a cargo, which constantly transmits a carrier wave having a weak output and a unique frequency f1, and its transmittable area can be adjusted by the output of the transmitter 11 and the sensitivity of the receiver. Limited to inside or near the vehicle. Reference numeral 12 denotes a receiver installed in the vehicle, which receives a signal from the transmitter 11 and converts only the carrier wave of the unique frequency f1 transmitted from the transmitter 11 into an intermediate frequency by mixing with the frequency from the local oscillator. And a carrier detection circuit for deciding the level of the carrier by averaging the amplitude levels of the carrier detected by the receiving circuit 12a, converting the amplitude level of the carrier detected into a voltage value and comparing it with a predetermined reference level. It is composed of 12b. The carrier wave detection circuit 12b outputs H when the signal level of the carrier wave is equal to or higher than a preset reference level, and outputs L when the signal level is equal to or lower than the reference level. Reference numeral 15 is a monitoring unit that indicates the management status of the load, and displays a keyboard for inputting a number corresponding to the load when loading or unloading the load, an input unit 15a such as a slip reader, an instruction to the load, and a management status. It comprises a display 15b, a memory 15c for storing the input state, a buzzer 15d for notifying an abnormality, and a microcomputer 15e for judging the management state of the load from the load instruction and the output state of the receiver 12.

FIG. 2 is a flow chart of processing carried out by the microcomputer of the cargo management system of the first embodiment of the present invention.
Hereinafter, description will be given with reference to the drawings. In step S1, it is determined whether or not there is an instruction to load a new load at point A such as a transportation center or a delivery destination. If there is an instruction to load, the process proceeds to step S2, and if not, the process proceeds to step S6. A transmitter 11 (for example, the transmitter 1 for the load 1) is attached to the load in advance in comparison with the delivery slip, and the load number to be loaded at the point A and the number of the transmitter attached to this (carrier frequency ) And a delivery point correspond to each other in advance, and the data is instructed (see FIG. 1C). Therefore, the shipment number, the transmitter number, the frequency, and the receiver number correspond in series in advance. As an instruction method, for example, a crew member manually looks at a delivery slip and inputs a load number, a delivery point, etc., through the input unit (keyboard) 15a. The crew enters the delivery slip into the input unit (slip reader) 15a and reads the cargo number, delivery point, etc. recorded on the delivery slip. The base station uses a wireless device or the like to instruct the microcomputer 15e. In this case, the comparison data of the transmitter number attached to the cargo from the point A and the delivery slip in advance is transmitted to the base station. And so on.

In step S2, the load number to be loaded is displayed, for example, on the display 15b as shown in FIG. 1C, and at the same time, the load number, the delivery point, etc. are stored in the memory 15c, and the process proceeds to step S3. That is, data is displayed and accumulated each time there is a new shipment. Step S3
Then, the reception state of the receiver 12 corresponding to a predetermined transmitter (carrier frequency) is checked based on the content of the data shown in FIG. That is, it is determined whether or not the output of the receiver 12 is H, and if the output is H, the process proceeds to step S4,
If the output is not H, the process proceeds to step S5. That is, when the crew member loads the load (with transmitter 12) displayed on the display 15b into the luggage compartment, the carrier detection circuit 12b of the receiver 12 in the cab outputs H because the carrier signal is above the reference level. To do. If the loading has not been completed yet, the carrier detection circuit 12b outputs L because the carrier signal is below the reference level.

In step S4, the display of the contents related to the corresponding shipment number is erased based on the data contents shown in FIG. 1 (c) by the above check, and the step S4 is executed.
Move to 41. That is, it indicates that the instructed load has been loaded into the luggage compartment, and since it can be determined that the load is “normal”, the load number on the display 15b is deleted. Alternatively, the background color for this number may be changed. In step S5, the display of the content related to the corresponding load number is blinked, and the process returns to step S3. That is, it indicates that the instructed load has not been loaded in the luggage compartment yet, and it can be determined that it is “forgotten to load”, so the load number on the display 15b is blinked to call attention to the crew. In this case, there is no need to ring the buzzer 15d because the loading operation is in progress. The display disappears (or the background color changes) when all the loads have been loaded.

In step S41, if the check for the predetermined cargo number (transmitter number) is completed, the process proceeds to step S6. In step S6, it is determined whether or not the vehicle has started. If the vehicle has started, the process proceeds to step S7. In other words, it is determined whether or not the vehicle has left the point A. Whether or not the vehicle has departed is determined by detecting that the luggage compartment door is closed, or that the vehicle speed sensor has reached a certain speed or more. You may judge that it has started by detecting that. Alternatively, it may be determined that the vehicle has started based on GPS position data, a start button, or the like.

In step S7, the output of the receiver 12 is H level.
If the output is H, the process proceeds to step S9, and if the output is not H, the process proceeds to step S8. That is,
If the load (transmitter 11) is in the luggage compartment, the carrier detection circuit 12b of the receiver 12 in the cab outputs H because the carrier signal is above the reference level. If the cargo (transmitter 11) is not in the luggage compartment, the carrier detection circuit 12b outputs L because the carrier signal is below the reference level.

In step S8, the corresponding load number is displayed blinking on the display 15b, and the process returns to step S7. In other words, it indicates that the load has left the luggage compartment during traveling, and since it can be determined that it is "lost or dropped", the load number is displayed and blinked on the display 15b, and at the same time, the buzzer 15d warns the crew. . In step S9, it is determined whether or not the vehicle has arrived at the point B. If it has arrived, the procedure proceeds to step S10, and if it has not arrived, the procedure returns to step S7. In other words, the load is constantly checked while traveling. As a method of determining whether or not the vehicle arrives at the B point, for example, the crew manually looks at the delivery slip and inputs the loading number to be unloaded at the B delivery point on the input unit (keyboard) 15a.
Enter by. The crew enters the delivery slip in the input unit (slip reader) 15a and reads the cargo number at the point B recorded in the delivery slip. The crew member inputs "point B" using the input unit 15a. Instruct by using a wireless device from the base station. And so on.

In step S10, the contents related to the load number to be unloaded is displayed on the display 15b, and the process proceeds to step S11. When the input is made by the method in step S9, the contents related to the directly input load number are displayed on the display 15b. In the case of inputting by the method of, the load number corresponding to the point B is searched and displayed from the load data (load number, delivery point) stored in the memory 15c in step S2. In the case, the load number is directly designated by the designation method, and the point B is designated and the relevant load number is retrieved from the load data stored in the memory 15c and displayed on the display 15b.

In step S11, it is determined whether or not the output of the receiver 12 is L, and if the output is L, step S12
If the output is not L, the process proceeds to step S13. That is, when the crew member unloads the load (with the transmitter 11) of the number displayed on the display 15b from the luggage compartment,
The carrier wave detection circuit 12b of the receiver 12 in the cab outputs L because the carrier wave signal is below the reference level. If the loading and unloading of the load has not been completed yet, the carrier detection circuit 12b outputs H because the carrier signal is above the reference level.

In step S12, the display of the corresponding load number is erased (or the background color is changed). That is, it indicates that the instructed load has been unloaded from the luggage compartment, and since it can be determined that it is "normal", the load number on the display 15b is erased. Step S13
Then, the display of the corresponding load number is blinked and the process returns to step S11. In other words, it indicates that the instructed load still remains in the luggage compartment, and since it can be determined that it is “forgotten to be unloaded”, the load number on the display 15b is blinked to call attention to the crew. In this case, it is not necessary to ring the buzzer 15d because the unloading work is in progress. In step S14, if the check for the predetermined shipment number (transmitter number) is completed, the process returns to step S1. If the check is not completed, the process returns to step S11.

Although the above-mentioned processing flow chart has described loading of a load at point A, traveling, and unloading of a load at point B, the processing of steps S1 to S14 is repeated after loading the load at point B as well. Just go. Therefore, when the user forgets to load a predetermined load (where the transmitter 11 is attached) at a distribution center or the like and starts, or when the load (transmitter 11) is not in the vehicle due to loss or the like, the vehicle receiver 12 Then, since the carrier wave from the transmitter 11 cannot be received and the microcomputer 15e operates the buzzer 15d and the like, the crew member can immediately respond. Further, when the vehicle arrives at the predetermined delivery destination and the crew member forgets to load / unload the cargo, the receiver 12 is still in the receiving state even though the microcomputer 15e has the loading / unloading instruction, and therefore the display 15b is displayed. Display the corresponding shipment number. The crew can take immediate action by looking at the display.

It is also possible to reduce battery consumption on the transmitter 11 side by intermittently transmitting signals from the transmitter 11 side at predetermined intervals. In this case, the receiver 12 always waits in a receivable state and judges that the signal transmitted is interrupted for a predetermined time or longer.
The signal transmission interval may be set to a time that can cope with the occurrence of an abnormality. The intermittent output signal from the carrier wave detection circuit 12b is held in a memory or the like.

According to the present embodiment, the microcomputer judges whether the instruction for the load and the reception state of the transmission signal from the load are appropriate, and if it is inappropriate, the corresponding load number is automatically displayed on the display. By operating the buzzer or by operating the buzzer, the crew can easily manage forgotten loading, loss, and unloading. FIG. 3 is a system configuration diagram for explaining the principle of the cargo management system according to the second embodiment of the present invention. Hereinafter, description will be given with reference to the drawings.

Numerals 211 to 21n are transmitters which are attached to the cargo and which always send out carrier waves having weak outputs and peculiar frequencies f1, f2 and fn.
It can be adjusted by the outputs of 11 to 21n and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or the vicinity of the vehicle. 22
1 to 22n are receivers installed in the vehicle, and transmitters 21
A receiving circuit 221a which receives signals from 1 to 21n, converts only the carrier waves of the unique frequencies f1, f2 and fn sent from the transmitters 211 to 21n by mixing with the frequency from the local oscillator to the intermediate frequency and detects them. .About.22na and the receiving circuits 221a to 22na average the amplitude levels of the carrier waves, convert this to a voltage value and compare it with a predetermined reference level to determine the level of the carrier wave. It is composed of 22 nb. In the carrier wave detection circuits 221b to 22nb, the comparator outputs H when the signal level of the carrier wave is equal to or higher than a preset reference level, and outputs L when the signal level is equal to or lower than the reference level.

The receiver 221 can receive only the carrier frequency f1 peculiar to the corresponding transmitter 211. Similarly, other receivers can receive only with the corresponding transmitters. The outputs of the carrier wave detection circuits 221b to 22nb are sent to the monitoring unit 15. In addition, the CPU 15e checks the reception status of each predetermined cargo number, that is, the corresponding receiver number (steps S3, S4, S5, S7, S8, S1).
1, S12, S13).

The operation principle of the load management system of this example is that there are receivers 221 to 22n corresponding to a plurality of loads (transmitters 211 to 21n), and a plurality of loads can be managed by one monitoring unit 15. Since it is almost the same as the first embodiment, the description thereof will be omitted. According to this embodiment, the microcomputer judges whether the instruction for the load and the reception state of the transmission signal from the load are appropriate and automatically displays the corresponding load number on the display when it is inappropriate, Since the buzzer is activated, crew members can easily manage forgotten loading, loss, forgetting to unload multiple loads, etc. In the monitoring unit of this example, the load, that is, the reception state of the receiver corresponding to the load is checked one by one, but the present invention is not limited to this. If there is any abnormality, it may be notified.

FIG. 4 is a system configuration diagram for explaining the principle of the cargo management system of the third embodiment of the present invention. Hereinafter, description will be given with reference to the drawings. 311 to 31n are the natural frequencies f1 and f of the weak output attached to the cargo.
2, a transmitter that constantly sends out carrier waves of fn, and its transmittable area can be adjusted by the outputs of the transmitters 311 to 31n and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or the vicinity of the vehicle. Reference numeral 32 denotes a receiver installed in the vehicle, which receives signals from the transmitters 311 to 31n and mixes with the frequency from the local oscillator to output the specific frequencies f1, f2, fn from the transmitters 311 to 31n. The level of the carrier wave is calculated by averaging the amplitude levels of the carrier wave detected by the receiver circuit 32a and the receiver circuit 32a that convert only the carrier wave of Carrier wave detection circuit 32b for determining the magnitude of the carrier frequency and a plurality of different carrier wave frequencies f1, f2, fn
In order to be able to receive the signal from the local oscillator, a PLL setting circuit 32c that instructs the frequency from the local oscillator to the receiving circuit 32a is configured.

In the carrier wave detection circuit 32b, the comparator outputs H when the signal level of the carrier wave is equal to or higher than the preset reference level, and outputs L when the signal level is equal to or lower than the reference level. The output of the carrier wave detection circuit 32b is sent to the monitoring unit 15. Next, the operation principle of the cargo management system will be described. The monitoring unit 15, that is, the CPU 15e instructs the PLL setting unit 32c to change the oscillation frequency of the local oscillator so that the carrier frequency f1 from the transmitter 311 can be received in order to check the load number 1 (transmitter number 1). As a result, the reception frequency of the reception circuit 32 becomes f1. When the load is in the vehicle (luggage compartment), the carrier wave detection circuit 3
2b outputs H when it detects that the carrier wave of the transmitter 311 is above the reference level, and outputs L when it cannot detect it. Subsequently, the CPU 15e instructs the PLL setting unit 32c to change the oscillation frequency of the local oscillator so that the carrier frequency f2 from the transmitter 311 can be received in order to check the load number 2 (transmitter number 2). As a result, the reception frequency of the reception circuit 32 becomes f2. Carrier wave detection circuit 3
2b detects whether the carrier wave of the transmitter 312 is equal to or higher than a reference level and outputs a corresponding output. Hereinafter, similarly, the carrier frequencies to be received are sequentially changed to determine the reception of signals from all transmitters. Then, the above operation is repeated to continuously determine the reception. Since the reception processing of all the transmitters 311 to 31n is sequentially performed, the outputs from the respective transmitters 311 to 31n are sequentially transmitted to the monitoring unit 15 in a time division manner. The microcomputer 15e of the monitoring unit 15 can determine which transmitter the data is from by timing with the PLL setting circuit 32c. Further, since one cycle is very short, delay of detection of abnormality can be almost ignored. The details of the operation principle of the cargo management system of this example are substantially the same as those of the second embodiment except that the number of receivers is one, and therefore the description thereof is omitted.

According to the present embodiment, the microcomputer judges whether the instruction for the load and the reception state of the transmission signal from the load are appropriate, and if it is inappropriate, the corresponding load number is automatically displayed on the display. By operating the buzzer or operating the buzzer, it is possible for the crew member to easily manage the loading of a plurality of loads, loss, forgetting to load or unload. Further, one receiver can switch the reception frequency and receive signals from a plurality of transmitters, which makes the receiving facility inexpensive.

FIG. 5 is a system configuration diagram for explaining the principle of the cargo management system according to the fourth embodiment of the present invention. Hereinafter, description will be given with reference to the drawings. Reference numeral 41 denotes a transmitter attached to the cargo which constantly transmits a unique tone frequency T1 with a carrier having a weak output frequency f1. The tone generation circuit 41b which generates a unique tone frequency T1 and the carrier frequency f1 are used as the tone frequency T1. A transmission circuit 41a for modulating and transmitting is provided. The transmittable area can be adjusted by the output of the transmitter 41 and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or the vicinity of the vehicle. 42 is a receiver installed in the vehicle, which receives the signal from the transmitter 41, converts only the carrier wave of the frequency f1 sent from the transmitter 41 into the intermediate frequency by mixing with the frequency from the local oscillator, and detects it. The receiving circuit 42a and the tone detecting circuit 42b that determines the magnitude of the tone level by averaging the amplitude levels of the tones detected by the receiving circuit 42a, converting this to a voltage value and comparing it with a predetermined reference level. It is configured.

In the tone detection circuit 42b, the comparator outputs H when the tone signal level is above the preset reference level, and outputs L when it is below the reference level. The output of the tone detection circuit 42b is sent to the monitoring unit 15. Next, the operation principle of the cargo management system will be described. Receiver 4 when the cargo is in the car (luggage compartment)
The second tone detection circuit 42b detects that the tone of the transmitter 41 is above the reference level and outputs H. When there is no load (with the transmitter 41 attached) in the vehicle due to forgetting to load it, theft, etc., the tone detection circuit 42b detects that the tone sent from the transmitter 41 is below the reference level and outputs L. To do. The operation of the monitoring unit 15 is exactly the same as that of the first embodiment, and the description is omitted.

According to the present embodiment, the microcomputer judges whether the instruction for the load and the reception state of the transmission signal from the load are appropriate, and if it is inappropriate, the corresponding load number is automatically displayed on the display. By operating the buzzer or by operating the buzzer, the crew can easily manage forgotten loading, loss, and unloading. Further, since the unique tone frequency is used, the detection accuracy is improved without fear of malfunction due to external noise.

FIG. 6 is a system configuration diagram for explaining the principle of the cargo management system of the fifth embodiment of the present invention. Hereinafter, description will be given with reference to the drawings. Reference numerals 511 to 51n denote transmitters for transmitting the unique tone frequencies T1, T2 and Tn on the carrier of the weak output frequency f1 attached to the cargo, and the tone generating circuits 511b to 511b for generating the unique tone frequencies T1 to Tn. 51nb and carrier frequency f1 are modulated by tone frequencies T1 to Tn and transmitted
1a to 51na. The transmittable area can be adjusted by the outputs of the transmitters 511 to 51n and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or the vicinity of the vehicle. 5
2 is a receiver installed in the vehicle, transmitters 511-51
The signal from the n is received and converted by the receiving circuit 52a and the receiving circuit 52a for converting the carrier wave of the unique frequency f1 transmitted from the transmitters 511 to 51n into the intermediate frequency by mixing with the frequency from the local oscillator. The tone detection circuits 52b1 to 52bn are configured to judge the magnitude of the tone level by averaging the tone amplitude levels, converting the averaged tone level into a voltage value, and comparing it with a predetermined reference level. Incidentally, the receiver 52 correspondingly receives the carrier wave frequency f1 of the transmitters 511 to 51n, and receives the tone detection circuits 52b1.
.About.52bn can detect the tone frequencies T1 to Tn of the corresponding transmitters 511 to 51n. That is,
The shipment number, transmitter number, tone frequency and tone detection circuit are made to correspond in series. Reference numeral 15 is a monitoring unit.

Next, the operation principle of the cargo management system will be described. The receiving circuit 52a of the receiver 52 is the transmitter 51
The carrier frequency f1 from 1 is received. In the tone detection circuits 52b1 to 52bn, the comparator outputs H when the tone signal level is equal to or higher than a preset reference level, and outputs L when the tone signal level is equal to or lower than the reference level. The outputs of the tone detection circuits 52b1 to 52bn are sent to the monitoring unit 15. Then, in steps S3, S4, S5, and S of FIG.
Each tone output is checked and monitored as shown at 7, S8, S11, S12, S13. In this case, a plurality of monitoring units 15 may be provided corresponding to each output of the tone detection circuits 52b1 to 52bn, or one monitoring unit 15 may obtain and input the logical product of each output. .

According to the present embodiment, the microcomputer judges whether the instruction for the load and the reception state of the transmission signal from the load are appropriate, and if it is inappropriate, the corresponding load number is automatically displayed on the display. By operating the buzzer or operating the buzzer, it is possible for the crew member to easily manage the loading of a plurality of loads, loss, forgetting to load or unload. Further, since the unique tone frequency is used, the detection accuracy is improved without fear of malfunction due to external noise.

FIG. 7 is a system configuration diagram for explaining the principle of the cargo management system of the sixth embodiment of the present invention. Hereinafter, description will be given with reference to the drawings. Reference numerals 611 to 61n denote transmitters for constantly transmitting the unique tone frequencies T1, T2, and Tn on the carrier of the weak output frequency f1 attached to the load, and the tone generating circuits 611b to 611b to generate the unique tone frequencies T1 to Tn. 61 nb and carrier frequency f1 are modulated by tone frequencies T1 to Tn and transmitted by a transmission circuit 61
1a to 61na. The transmittable area can be adjusted by the outputs of the transmitters 611 to 61n and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or the vicinity of the vehicle. 6
2 is a receiver installed in the vehicle, and transmitters 611 to 61
The signal from the n is received and converted by the receiving circuit 62a and the receiving circuit 62a which convert the carrier wave of the inherent frequency f1 sent from the transmitters 611 to 61n into an intermediate frequency by mixing with the frequency from the local oscillator. Change the detection frequency for the tone detection circuit 62b and the tone detection circuit 62b that determine the magnitude of the tone level by averaging the tone amplitude levels, converting this to a voltage value and comparing it with a predetermined reference level. Detection frequency setting circuit 62c
It is composed of

Next, the operating principle of the cargo management system will be described. The CPU 15e of the monitoring unit instructs the detection frequency setting circuit 62c to change the tone frequency so that the tone frequency T1 from the transmitter 612 can be received. The detection frequency setting circuit 62c uses the carrier frequency f from the transmitter 611.
The tone detection circuit 62b changes the tone frequency so that the tone frequency T1 of 1 can be received. When the load is in the vehicle (baggage compartment), the tone detection circuit 62b detects that the tone frequency T1 of the transmitter 611 is higher than the reference level, outputs H, and outputs L when it cannot be detected. Subsequently, the CPU 15e of the monitoring unit instructs the detection frequency setting circuit 62c to change the tone frequency so that the tone frequency T2 from the transmitter 612 can be received. As a result, the tone detection circuit 62b detects whether the carrier wave (tone frequency T2) of the transmitter 612 is equal to or higher than the reference level and outputs a corresponding output. Hereinafter, similarly, the tone frequencies to be received are sequentially changed to determine the reception of signals from all transmitters. Then, the above operation is repeated to continuously determine the reception. Since the reception processing of all the transmitters 611 to 61n is sequentially performed, the output from each of the transmitters 611 to 61n is sequentially sent to the monitoring unit 15 in a time division manner. It is possible to determine from which transmitter the data is transmitted by the microcomputer 15e of the monitoring unit 15 by timing with the detection frequency setting circuit 62c or by the unique tone frequency. Also, 1
Since the cycle is very short, it can be almost ignored that the detection of abnormality is delayed. The above checking process is performed in step S of FIG.
3, S4, S5, S7, S8, S11, S12, S13
Is equivalent to

According to the present embodiment, the microcomputer judges whether the instruction for the load and the reception state of the transmission signal from the load are appropriate, and if it is inappropriate, the corresponding load number is automatically displayed on the display. By operating the buzzer or operating the buzzer, it is possible for the crew member to easily manage the loading of a plurality of loads, loss, forgetting to load or unload. Further, one receiver can switch the tone frequency to receive signals from a plurality of transmitters, which makes the receiving facility inexpensive.

FIG. 8 is a block diagram for explaining the principle of the cargo management system according to the seventh embodiment of the present invention. FIG. 8A is a system block diagram, and FIG. 8B is a data generation circuit section on the transmitter side. FIG. 3 is a diagram showing an example, FIG. 3C is a diagram showing an example of a data detection circuit unit on the receiver side, and FIG. 3D is a diagram showing an example of transmission / reception data. Hereinafter, description will be given with reference to the drawings. Reference numeral 71 is a transmitter attached to the load for constantly transmitting MSK-modulated data (code) with a carrier having a weak output and a unique frequency f1. The data generation circuit 71b and the transmission circuit 71a.
It consists of. Note that this data corresponds to the content shown in FIG. The transmittable area can be adjusted by the output of the transmitter 71 and the sensitivity of the receiver, but is usually limited to the inside of the vehicle or the vicinity of the vehicle. 72 is a receiver installed in the vehicle, which is a carrier wave (frequency f1 from the transmitter 71).
) Is received and detected, and a data detection circuit 72b for detecting the MSK-modulated data separated by the detection. Reference numeral 15 is a monitoring unit.

Next, the operating principle of the cargo management system will be described. On the side of the transmitter 71, the data peculiar to the transmitter 71 is read from the data register 71ba, the digitized pulse is shifted bit by bit by the shift register 71bb, sent to the MSK modem 71bc, and the MSK modulation is applied to the transmitter circuit. It transmits to the receiver 72 via 71a. On the other hand, on the receiver 72 side, when the load is inside the vehicle (luggage compartment), the receiving circuit 72 of the receiver 72
It is received and detected by a, and converted into data by the MSK modem 72bc. Then, the pulse digitized by the shift register 72bb is shifted bit by bit. Then, the data (shipment number) received by the data comparison circuit 72bd and the data register 72ba are stored,
Moreover, the data instructed by the monitoring unit, that is, FIG.
The data (shipment number) shown in is compared, and if the data match, H is output, and if they do not match, L is output. This check is performed for each of the cargo numbers shown in FIG. When the cargo is taken out of the car, the carrier wave is weak,
Cannot convert to normal data. Therefore, since the data does not match in the receiver 72 data comparison circuit 72bd, L is output. Based on this, the monitoring unit performs the processing shown in FIG.
Note that the CPU of the monitoring unit may perform all of the above-described comparison processing and the like.

According to the present embodiment, the microcomputer judges whether the instruction for the load and the reception state of the transmission signal from the load are appropriate, and if it is inappropriate, the corresponding load number is automatically displayed on the display. By operating the buzzer or by operating the buzzer, the crew can easily manage forgotten loading, loss, and unloading. Further, since the data are compared, even if a carrier having the same frequency happens to occur, if the data is different, the data is not detected by the data comparison circuit, so that it is less likely to be affected by external radio waves and the system accuracy is improved.

FIG. 9 is a system configuration diagram for explaining the principle of the cargo management system according to the eighth embodiment of the present invention, FIG.
0 is a detection output diagram of the cargo management system of the eighth embodiment of the present invention. Hereinafter, description will be given with reference to the drawings. Reference numeral 81 is a transmitter attached to the cargo which constantly sends out a carrier wave having a unique frequency f1. The transmittable area of the transmitter 81 can be adjusted by the output of the transmitter 81 and the sensitivity of the receiver. Reference numeral 82 denotes a receiver installed in the vehicle, which receives a signal from the transmitter 81 and mixes it with the frequency from the local oscillator to cause the transmitter 81 to
A receiving circuit 82a and a receiving circuit 82a for converting only the carrier wave of the unique frequency f1 sent from
The carrier level detection circuit 82b for deciding the level of the carrier level by averaging the amplitude levels of the carrier waves detected by the above, converting this to a voltage value and comparing it with a predetermined reference level.
And a sensitivity switching unit 82e that switches the receiving sensitivity of the detection circuit 82b in three steps of high, medium, and low. Reference numeral 16 is a distance calculation unit that calculates an approximate distance between the transmitter (load) 81 and the receiver (for example, driver's seat) 82 based on the reception sensitivity (three levels of high, middle, and small) and the detection result.

In the carrier wave detecting circuit 82b, H is output from the comparator when the signal level of the carrier wave is equal to or higher than the preset reference level, and L is output when the signal level is equal to or lower than the reference level. The output of the carrier wave detection circuit 82b is the distance calculation unit 16
Sent to Next, the operation principle of the cargo management system will be described. When the receiving sensitivity of the sensitivity switching unit 82e is switched to a small value as shown in FIG. 10, the detection circuit 82b is provided only when the transmitter 81 is very close to the receiver 82 (for example, the luggage compartment).
To H are output. Further, when the reception sensitivity of the sensitivity switching unit 82e is switched to a large value, the transmitter 81 is located at a position far away from the receiver 82 (for example, in a state where the transmitter 81 is unloaded from the vehicle).
However, H is output from the detection circuit 82b. In this way, by switching the reception sensitivity of the receiver 82, the approximate distance between the transmitter 81 (load) and the receiver 82 (cab) can be estimated. The relationship between the reception sensitivity and the receivable distance (H is output) must be investigated in advance.

In this example, the carrier frequency f is used as the detection signal.
Although 1 is the carrier wave detection circuit as the detection circuit, the tone frequency T1 may be used as the detection signal and the tone detection circuit may be used as the detection circuit. It is also possible to manage the status of multiple shipments using multiple transmitters (different tone frequencies). Further, multiple codes may be used to manage and identify many shipments.

According to the present embodiment, by switching the reception sensitivity of the receiver, it is possible to roughly estimate the position of the load and to effectively manage the load at the delivery point. FIG.
FIG. 1 is a system configuration diagram for explaining the principle of a cargo management system of a ninth embodiment of the present invention, and FIG. 12 is a diagram showing a transmission output and a detection output of the cargo management system of the ninth embodiment of the present invention. , (A) is a transmission output waveform diagram, and (b) is a detection output diagram. Hereinafter, description will be given with reference to the drawings.

Reference numeral 91 is a transmitter attached to the cargo which constantly sends out a carrier wave having a unique frequency f1.
If the output transmitted from the transmission circuit 91a by 1f is V1 to
It can be changed periodically to four levels of V4. A receiver 92 installed in the vehicle receives the signal from the transmitter 91 and converts only the carrier wave of the specific frequency f1 sent from the transmitter 91 into the intermediate frequency by mixing with the frequency from the local oscillator. Then, the receiving circuit 92a for detecting and averaging the amplitude level of the carrier wave detected by the receiving circuit 92a, converting this to a voltage value and comparing it with a predetermined reference level to judge the level of the carrier wave. It is composed of 92b. Reference numeral 17 is a transmitter (load) 91 and a receiver (for example, a driver's seat) based on the reception state of the receiver 92 and the detection result.
It is a distance calculation unit that calculates an approximate distance between 92.

In the carrier wave detection circuit 92b, the comparator outputs H when the signal level of the carrier wave is equal to or higher than the preset reference level, and outputs L when the signal level is equal to or lower than the reference level. The output of the carrier wave detection circuit 92b is the distance calculation unit 17
Sent to Next, the operation principle of the cargo management system will be described. As shown in FIG. 12A, the output switching section 91f causes the transmission output V1 and the time t2 to be changed between the times t1 and t2.
Transmission output V2 during t3, transmission output V3 between times t3 and t4, transmission output V4 during times t4 and t5, time t5.
Between t6 and t6, the transmission output V1 changes periodically.

If the receiving sensitivity of the receiver 92 is kept constant, as shown in FIG.
When it is in the immediate vicinity (for example, in the luggage compartment), H, H, H, and H are sequentially output from the detection circuit 92b. In addition, the position where the transmitter 91 is considerably separated from the receiver 92 (for example,
When the vehicle is unloaded from the vehicle), the detection circuit 9
2b to L, L, L, H are sequentially output. That is, as the distance between the transmitter 91 and the receiver 92 becomes longer, the time when H is output becomes shorter. In this way, by roughly switching the transmission output of the transmitter 91, the approximate distance between the transmitter 91 (load) and the receiver 92 (driver's seat) can be estimated. The relationship between the transmission output and the receivable distance (where H is output) must be investigated in advance.

In this example, the carrier wave frequency f is used as the detection signal.
Although 1 is the carrier wave detection circuit as the detection circuit, the tone frequency T1 may be used as the detection signal and the tone detection circuit may be used as the detection circuit. It is also possible to manage the status of multiple shipments using multiple transmitters (different tone frequencies). According to the present embodiment, since the output from the transmitter changes periodically, it is effective to manage the load at the delivery place by having a rough idea of the position of the load.

FIG. 13 is a block diagram for explaining the principle of the cargo management system of the tenth embodiment of the present invention. (A)
Is a system configuration diagram, and (b) is a diagram showing an example of transmission / reception data. Hereinafter, description will be given with reference to the drawings. 711-7
15 is the frequency f1 of the weak output attached to the cargo
It is a transmitter that always sends out unique data 1 to 5 on the carrier wave, and its transmittable area can be adjusted by the outputs of the transmitters 711 to 715 and the sensitivity of the receiver. Limited

The mobile station is a receiver 721 installed in the vehicle and receiving signals from transmitters 711 to 715 mounted on the load, and a display 72 for displaying the status of the load.
2. A buzzer 724 that reports an abnormality, a control unit 723 that controls transmission of data to the base station, a mobile station transceiver 7 that transmits data to the base station and receives a command from the base station.
25 and a display 722. Note that the receiver 721 receives the signals from the transmitters 711-715 and mixes with the frequency from the local oscillator to cause the transmitters 711-7 to
It is composed of a receiving circuit 721a for converting the carrier wave of the frequency f1 sent from 15 to an intermediate frequency and detecting it, and a data detecting circuit 721b for comparing the received data with prestored data and judging whether they match or not. It

The base station is composed of a base station transceiver 731 that transmits a command to the mobile station and receives data from the mobile station, and a monitoring unit 15. The monitoring unit 15 includes a keyboard for inputting a number corresponding to a load when loading and unloading a load, an input unit 15a such as a slip reading device,
Display 1 for displaying instructions and management status for cargo
5b, a memory 15c for storing the input state, a buzzer 15d for notifying an abnormality, and a microcomputer 15e for judging the management state of the load based on the load instruction and the output state of the receiver 72.

In this example, the cargo is mainly managed on the base station side. That is, referring to the flowchart of FIG. 2, the loading unit 15a of the base station instructs the CPU 15e to load a package (step S1). The data is stored in the memory 15c (step S2), displayed on the display 15b, and transmitted from the base station transceiver 731 to the mobile station transceiver 725. The control unit 723 of the mobile station displays the received data on the display 722.
To be displayed. The crew member performs work (loading) according to the contents of the instruction (display) on the display 722.

The receiver 721 of the mobile station outputs a signal (H or L) corresponding to the load along with the work progress of the crew. Based on this output, the control section 723 creates the data shown in FIG. 13B, and the control section 723 transmits this data to the base station transceiver 731 using the mobile station transceiver 725. Based on the data received by the base station transceiver 731, the CPU 15e checks the data stored in step S2 to determine whether the cargo is in a normal state (steps S4 and S5). The CPU 15e displays the determination result on the display 15b of the base station or sounds the buzzer 15d, and also sends it to the control unit 723 of the mobile station. Control unit 7
23 displays the result on the display 722. The crew can determine whether or not there is an abnormality in the cargo by the display contents of the display 722 or the buzzer 724. When the check for all the loads is completed (step S41), the display on the display 15b of the base station disappears, and the base station issues a departure instruction. The departure instruction is transmitted to the mobile station, and the crew member departs according to the instruction (whether or not the departure is detected by an opening / closing signal of the luggage compartment, etc., and the detection result is the CPU 1 of the base station).
5e (step S6).

During traveling, the receiver 721 of the mobile station always detects the signal from the load (transmitter), and the detection result (H
Alternatively, L) is sent to the CPU 15e of the base station as data as shown in FIG. The CPU 15e determines that the output is normal when the output is H, and abnormal when the output is L. Then, the judgment result is displayed on the display 15b, and if there is an abnormality, the buzzer 15d is sounded. Further, the judgment result is sent to the control unit 723 of the mobile station and displayed on the display 722 of the mobile station, and when there is an abnormality, the buzzer 724 is sounded (steps S7 and S8). The above processing is repeated until the point B is reached. When the crew inputs that they arrived at point B,
The CPU 15e of the base station receives the signal and determines that it has arrived at the point B (step S9).

At the base station, the CPU 15e reads the number of the cargo to be unloaded from the memory 15c (step S2).
Search the cargo corresponding to the point B among those stored in.)
It is displayed on the display 15b. In addition, the number of the cargo is sent to the control unit 723 of the mobile station. The control unit 723 displays (instructs) the cargo number on the display 722 (step S10). Flight attendants display 722
Work (unloading) according to the instructions.

The receiver 721 of the mobile station outputs a signal (H or L) corresponding to the cargo as the crew work progresses. The data shown in FIG. 13B is created by the control unit 723 based on this output, and the control unit 723 uses the mobile station transceiver 725 to generate this data in the base station transceiver 731.
Send to Based on the data received by the base station transceiver 731, the CPU 15e checks the data read in step S10 to determine whether the cargo is in a normal state (steps S12, S13). The result is displayed on the display 15b of the base station and the controller 7 of the mobile station
Also send to 23. The control unit 723 displays the result on the display 722. The crew member can see from the display content of the display 722 whether or not the cargo is abnormal. When the check for all the loads is completed (step S14), the display on the display 15b of the base station disappears, so that the base station issues a new loading instruction at the point B as necessary (returns to step S1). This instruction is displayed on the display 722 of the mobile station.

According to this embodiment, since the cargo can be managed at the base station, the burden on the crew can be reduced.

[0065]

As described in detail above, according to the present invention, it is possible to eliminate mistakes in confirmation when loading and unloading a load. In addition, it is possible to easily manage the cargo at the distribution center and reduce the burden on the crew. Moreover, it is possible to recognize the loading position and the like of the load on the vehicle.

[Brief description of the drawings]

FIG. 1 is a configuration diagram for explaining the principle of a cargo management system according to a first embodiment of the present invention, in which (a) is a system configuration diagram, (b) is a monitoring unit detailed diagram, and (c) is data content. It is a figure which shows an example.

FIG. 2 is a processing flowchart executed by a microcomputer of the cargo management system according to the first embodiment of this invention.

FIG. 3 is a system configuration diagram for explaining the principle of the cargo management system according to the second embodiment of the present invention.

FIG. 4 is a system configuration diagram for explaining the principle of a cargo management system according to a third embodiment of the present invention.

FIG. 5 is a system configuration diagram for explaining the principle of a cargo management system according to a fourth embodiment of the present invention.

FIG. 6 is a system configuration diagram for explaining the principle of a cargo management system according to a fifth embodiment of the present invention.

FIG. 7 is a system configuration diagram for explaining the principle of a cargo management system according to a sixth embodiment of the present invention.

8A and 8B are configuration diagrams for explaining the principle of a cargo management system according to a seventh embodiment of the present invention, in which FIG. 8A is a system configuration diagram and FIG. 8B is an example of a data generation circuit unit on the transmitter side. FIG. 4C is a diagram showing an example of a data detection circuit unit on the receiver side, and FIG. 7D is a diagram showing an example of transmission / reception data.

FIG. 9 is a system configuration diagram for explaining the principle of the cargo management system according to the eighth embodiment of the present invention.

FIG. 10 is a detection output diagram of the cargo management system according to the eighth embodiment of the present invention.

FIG. 11 is a system configuration diagram for explaining the principle of the cargo management system of the ninth embodiment of the present invention.

FIG. 12 is a diagram showing a transmission output and a detection output of a cargo management system according to a ninth embodiment of the present invention, in which (a) is a transmission output waveform diagram and (b) is a detection output diagram.

FIG. 13 is a diagram for explaining the principle of the cargo management system according to the tenth embodiment of the present invention, (a) is a system configuration diagram, and (b) is a diagram showing an example of transmission / reception data.

[Explanation of symbols]

11 ... Transmitter 72a ... Data detection circuit 12 ... Receiver 15 ... Monitoring section 12a ... Reception circuit 16, 17 ...
-Distance calculator 12b ... Carrier detection circuit 725 ... Mobile station transmitter 42b ... Tone detection circuit 731 ... Base station transmitter

Claims (19)

[Claims] 1. A weak output transmitter mounted on a load and transmitting a specific signal, and a receiver provided on a vehicle and provided with signal detection means for detecting a specific signal from the transmitter, A load management system comprising: a load management unit that manages a loading state of the load on the vehicle based on a detection result from the signal detection unit. 2. The cargo according to claim 1, wherein the specific signal is a carrier signal having a unique frequency, and the signal detecting means is a carrier detecting means for detecting a carrier signal having the unique frequency. Management system. 3. The specific signal is a tone signal of a specific frequency superimposed on a carrier of a specific frequency, and the signal detecting means is a tone detecting means for detecting the tone signal of the specific frequency. The cargo management system according to claim 1, which is characterized in that. 4. The specific signal is unique data superimposed on a carrier wave of a unique frequency, and the signal detecting means is a data detecting means for detecting the received unique data. The cargo management system according to claim 1. 5. A plurality of weak output transmitters, which are mounted respectively corresponding to a plurality of loads and which send out specific signals corresponding to the respective loads, and a plurality of transmitters provided in the vehicle, from the plurality of transmitters. A receiver provided with signal detection means for individually detecting a specific signal, and a load management means for individually managing the loading states of the plurality of loads on the vehicle based on the detection results from the signal detection means. A cargo management system characterized by being configured. 6. The specific signal is a carrier signal having a different frequency for each transmitter, and the signal detecting means is a plurality of carrier detecting means for individually detecting the carrier signals having the different frequencies. The cargo management system according to claim 5. 7. The specific signal is a tone signal of a plurality of frequencies superimposed on a carrier wave of a specific frequency, and the signal detecting means individually detects the tone signals of the plurality of frequencies. The cargo management system according to claim 5, which is means. 8. The specific signal is a plurality of data superposed on a carrier wave having a specific frequency, and the signal detection means respectively receives the plurality of received data and the plurality of unique data corresponding to the cargo. 6. The cargo management system according to claim 5, which is a data detecting means for detecting. 9. The specific signal is a carrier signal having a different frequency for each transmitter, and the signal detection means includes carrier frequency switching means for switching the reception frequency of the carrier signal for each transmitter. 7. The cargo management system according to claim 6, wherein the carrier signal is detected based on the carrier frequency switched by the carrier frequency switching means. 10. The tone signal, wherein the specific signal is a tone signal of a plurality of frequencies superimposed on a carrier of a unique frequency, and the signal detecting means switches the receiving frequency of the tone signal corresponding to each transmitter. 8. The cargo management system according to claim 7, further comprising switching means for detecting the tone signal based on the tone frequency switched by the tone frequency switching means. 11. The receiver sensitivity adjusting means for adjusting the reception sensitivity for receiving a specific signal from the transmitter is provided on the receiver side.
0 cargo management system. 12. On the receiver side, based on the sensitivity range of the reception sensitivity adjusting means and the reception state of the receiver,
The cargo management system according to claim 11, further comprising a distance calculation unit that calculates a distance between the transmitter and the receiver. 13. The load management system according to claim 1, wherein the transmitter includes a transmission output adjusting unit that adjusts a transmission output for transmitting the specific signal. 14. On the receiver side, based on the output range of the transmission output adjusting means and the reception state of the receiver,
14. The cargo management system according to claim 13, further comprising a distance calculation unit that calculates a distance between the transmitter and the receiver. 15. The cargo management system according to claim 1, wherein the cargo management means comprises a display means for displaying a detection result from the signal detection means. 16. The cargo management system according to claim 1, wherein the cargo management means includes an instruction means for instructing management of loading of a specific cargo among the plurality of cargos. . 17. A first receiver having a weak output, which is mounted on a load and sends out a specific signal, and a signal detecting means for detecting a specific signal from the first transmitter. And a mobile station including a second transmitter for transmitting the detection result from the signal detection means to a base station, and a second receiver for receiving the detection result from the mobile station,
And a base station including a load management unit that manages a load state of the load according to a detection result from the signal detection unit received by the second receiver. system. 18. A weak output transmitter mounted on a load and transmitting a specific signal, a first receiver having signal detection means for detecting a specific signal from the transmitter, and the signal detection A mobile station including a first transceiver that transmits a detection result from the means to the base station and receives an instruction from the base station; and management of loading of a specific load from the plurality of loads. And a base station including a second transceiver that receives the detection result from the mobile station and transmits the result of the instruction from the mobile station to the mobile station. And a cargo management system. 19. The load management system according to claim 1, wherein the transmitter includes an intermittent transmission unit that intermittently outputs the specific signal at a predetermined interval.