JP2023059940A - work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a work vehicle that can reduce burdens on a worker and reduce a working time while performing work accurately.

SOLUTION: A work vehicle is equipped with: a part 41 for loading cargoes on a vehicle provided on a chassis 2; a connection switching part 42 which is connected between the part 41 for loading cargoes on a vehicle and an airframe hatch 12 of an airplane 11 from which the cargoes are carried or to which the cargoes are carried, and which is used to switch cargoes; cameras 437a, 437b and 439 which are provided in the connection switching part 42 and which acquire data on surrounding object images; and a control part 220 that controls driving actuators 412, 443, 444 and 452 on the basis of acquired results by the cameras 437a, 437b and 439, so that the connection switching part 42 is moved relatively to the chassis 2. The control part 220 comprises an object image identification unit 221 having an object detection part 223 that detects an object from a distance image and a storing part 225 storing identifiers M1, M2 and M3 that are used by the object image detection part 223 in order to detect the airframe hatch 12.

SELECTED DRAWING: Figure 7

COPYRIGHT: (C)2023,JPO&INPIT

Description

The present invention comprises a load-carrying part provided on a chassis, and a connection exchange part connected between the load-carrying part and a load-carrying-in/out part of a load-transporting destination or a load-transporting source and used for exchanging the load. , relating to a work vehicle.

Conventionally, as this type of work vehicle, there has been known one that enters an airport and carries out a work of replacing baggage with respect to an airplane body (see, for example, Patent Document 1).
The work vehicle of Patent Document 1 is a high lift truck for airports, which is called a so-called catering truck or the like, and is configured such that a box-shaped load-carrying part can be raised and lowered with respect to a chassis by means of a scissors link type lifting mechanism. The airport high-lift truck also includes a platform as a connection exchange section that is provided to be relatively movable with respect to the cargo-carrying section and connects between the body of the airplane and the cargo-carrying section.

High-lift trucks for airports transport in-flight meal carts containing in-flight meals from the in-flight meal factory to the aircraft parked in the airport, and run not only in the airport but also on public roads. A worker stops an airport high-lift truck at a predetermined parking position below the entrance/exit of the aircraft body, raises the cargo loading section and the platform to the height position of the entrance/exit of the aircraft body, and then horizontally moves the platform to the entrance/exit. connect to. Then, through the platform and the entrance, the in-flight meal cart inside the luggage compartment is brought into the galley inside the aircraft. In this way, the in-flight meal cart as luggage is exchanged between the luggage on-board section and the aircraft body as the luggage loading/unloading section.

JP 2005-225569 A

In conventional airport high-lift trucks, after the truck has stopped, the operator raises and lowers the cargo loading section and moves the platform horizontally to align the leading edge of the platform with the vicinity of the lower edge of the doorway of the fuselage. required the operator to operate carefully. If the tip of the platform hits the entrance door of the aircraft body or its surroundings and damages the aircraft body, the operation of the aircraft will be greatly affected, and it has been a burden on the operator.
In addition, after the worker temporarily adjusted the height position of the cargo loading section to the height of the entrance and exit of the aircraft, the height position of the cargo loading section and the height position of the entrance and exit of the aircraft were misaligned due to refueling, etc. Occasionally, fine adjustments were made to align the height position of the luggage compartment. The burden on the worker has also increased in that it is necessary for the worker to constantly check whether the positional deviation exceeds the allowable range.
In addition, in the above truck, when the truck stops at a predetermined position below the aircraft body doorway, when the vehicle approaches the aircraft body to some extent, the doorway does not come into the front view of the worker in the driver's seat. Since it is difficult to determine a suitable stopping position, another operator is required to guide the vehicle.

The present invention has been made in consideration of the above-described actual situation, and includes a load-mounted section provided on a chassis, and a load-carrying section between the load-mounted section and the load-carrying-in/out section of the load destination or the load-transporting source. To provide a work vehicle capable of realizing accurate work while reducing a worker's burden, by including a connection exchange part connected to and used for exchanging loads.

The present invention constitutes means for solving the above-described problems as follows. That is, a first invention provides a load-mounted section provided on a chassis, and a load-mounted section provided on the load-mounted section and connected between the load-mounted section and a load-carrying-in/loading section of a load destination or a load transport source. A connection replacement unit used for switching luggage, an object image acquisition unit provided in the luggage on-board unit and/or the connection replacement unit for acquiring data of surrounding object images, and the acquisition of the object image acquisition unit. and a control unit that controls a drive actuator based on the result to relatively move the load-carrying unit and/or the connection exchange unit with respect to the chassis.

According to the first invention, the control section can recognize the positional relationship between the cargo loading/unloading section, the cargo loading/unloading section, and the connection exchange section on behalf of the worker by the object image acquiring section. Then, based on the recognized positional relationship, the control section can relatively move the baggage on-board section and the connection replacement section to the appropriate positions with respect to the chassis. That is, the movement of the on-board unit and the connection exchange unit is automatically controlled based on the result of acquisition of the data of the surrounding object image by the object image acquisition unit. Moreover, since the movement control is performed without hesitation based on the objective data of the object image, the work can be performed accurately and quickly.
In addition, after the height position of the cargo loading section is once adjusted to the height of the entrance of the aircraft, when the height position of the cargo loading section and the height position of the entrance of the aircraft are misaligned, the control unit changes the object image The acquisition unit can recognize the positional deviation and automatically correct the position.
As a result, the operator does not need to perform the conventional positioning operation, and the work load is reduced. In airport high-lift trucks, the control section accurately aligns the tip of the platform with the vicinity of the lower edge of the doorway of the aircraft without the need for an operator to align it. As a result, in transporting in-flight meal carts and the like using high-lift trucks for airports, the burden on workers can be reduced, and work time can be shortened while the work is being performed accurately.

In a second invention, in the first invention, the on-board cargo unit is configured to be able to move up and down with respect to the chassis by an elevating mechanism, and the control unit controls the elevating mechanism based on the acquisition result of the object image acquisition unit. By controlling the drive actuator of the above, the luggage on-board part is moved in the up-and-down direction.

According to the second invention, based on the acquisition result of the data of the surrounding object image by the object image acquisition section, the on-board cargo section is automatically controlled to move up and down and aligned to the correct height position. As a result, in the high-lift truck for airports, after the operator stops the vehicle at a predetermined stop position below the doorway of the aircraft body, it is possible to automate the operation of raising the cargo loading section to the height position of the doorway of the aircraft body. can. As a result, the operator does not need to carefully operate the up-and-down control of the load-carrying part as in the conventional case, so that the burden on the operator is reduced.

In a third invention, in the second invention, a hydraulic pump that drives the drive actuator, a hydraulic control valve that switches the direction of motion of the drive actuator, and an operation valve provided between the hydraulic pump and the hydraulic control valve. an oil tank;
The control unit switches the hydraulic control valve in a state in which the hydraulic pump is stopped when the cargo on-board unit is lowered based on the acquisition result of the object image acquiring unit, and the driving actuator of the lifting mechanism switches the hydraulic control valve. of hydraulic oil is released to the hydraulic oil tank.

According to the third invention, it is possible to adjust the position of the on-board cargo part in the lowering direction without driving the hydraulic pump, based on the acquisition result of the surrounding object image data obtained by the object image acquisition unit. In high-lift trucks for airports, after the height position of the cargo loading section is once adjusted to the height of the doorway of the aircraft body, the height of the doorway of the aircraft body is lowered when the aircraft is refueled, etc. For fine adjustment, the height position of the luggage compartment may be slightly lowered. In such a case, rather than re-activating the hydraulic pump that was stopped after adjusting the height of the cargo carrier first to lower the cargo carrier, the hydraulic control valve is switched to lower the cargo carrier according to gravity. By doing so, it is possible to shorten the work time and save energy.

In a fourth invention, in any one of the first to third inventions, the connection exchange section is connected to the cargo vehicle-mounted section so as to move up and down together with the cargo-vehicle-mounted section, and the horizontal movement mechanism moves the cargo. At least part of the connection exchange unit is horizontally movable with respect to the vehicle-mounted unit, and the control unit controls the drive actuator of the horizontal movement mechanism based on the acquisition result of the object image acquisition unit. is configured to move the connection exchange portion in the horizontal direction.

According to the fourth invention, based on the acquisition result of the surrounding object image data obtained by the object image acquisition section, the connection exchange section is automatically controlled to move in the horizontal direction and positioned accurately at the entrance. As a result, in the high lift truck for airports, the operator stops the vehicle at a predetermined stop position below the entrance of the aircraft body, raises the cargo loading section to the height position of the entrance of the aircraft body, and then the worker replaces the connection. The operation of horizontally moving the platform as a unit can be automated. As a result, it is no longer necessary to perform careful operation for horizontal control of the connection exchange portion, which reduces the burden on the operator.

In a fifth aspect, in any one of the first to fourth aspects, the control unit is connected to a display unit that displays a vehicle traveling direction, and the control unit acquires the object image acquisition unit. Based on the result, stop guide information regarding a predetermined stop position with respect to the baggage loading/unloading section is created and displayed on the display section.

According to the fifth invention, the operator can easily stop the own vehicle at the predetermined stop position while referring to the stop guide information displayed on the display unit. In addition, since the display indicates any obstacles in the direction in which the vehicle is traveling until the vehicle stops, the operator can easily recognize the approaching obstacles without having to look around all the time. can. As a result, the airport high lift truck can be easily stopped at a predetermined stop position without requiring another operator to guide the vehicle to the stop position. As a result, it is possible to reduce the number of workers to be guided, and reduce the burden on the worker who drives the work vehicle.

In a sixth invention, in any one of the first to fifth inventions, the control section includes an object image recognition unit that recognizes an object by processing data acquired from the object image acquisition section, and the object The image recognition unit includes a distance image generation section for generating a distance image from the data, an object detection section for detecting the object from the generated distance image, and the object image detection section for detecting the cargo loading/unloading section. and a storage unit containing a discriminator used by.

According to the sixth invention, the control section can recognize not only the two-dimensional shape of the object but also the distance to the object by the object image recognition unit. Then, by using the discriminator of the load-in/load-out section, the position to the target load-in/load-out section can be accurately grasped. As a result, the connection exchange section can be accurately connected to the object accommodation section. In the high lift truck for airports, the end of the platform as the connection exchange section can be accurately aligned with the entrance of the aircraft body as the cargo loading/unloading section.

In a seventh aspect according to the sixth aspect, the discriminator includes a first discriminator used when the vehicle approaches the cargo loading/unloading section due to vehicle travel, and a predetermined stop position with respect to the cargo loading/unloading section. and a second discriminator that is used when moving the connection exchange unit after the vehicle stops at the destination.

According to the seventh invention, when the vehicle is brought closer to the cargo loading/unloading part by running the vehicle, and when the vehicle is stopped at a predetermined stop position with respect to the cargo loading/unloading part, the connection switching part is moved. Even if the appearance of the loading/unloading section from the acquiring section is greatly different, the discriminator is changed according to each appearance, so the position of the loading/unloading section can be accurately recognized in either case. In a high-lift truck for an airport, when the vehicle is parked at a predetermined stop position, if the optical axis of the object image acquisition unit is directed in the vehicle traveling direction, the aircraft body as the cargo loading/unloading unit will be below the entrance/exit. I can only see part of If you want to see the entrance/exit of the fuselage from this stop position, it is necessary to point the optical axis of the object image acquisition unit diagonally upward. It is very different from the shape of the entrance. In this case, if an attempt is made to recognize the entrance using only the shape discriminator for the shape of the entrance of the fuselage based on the appearance of either one, a recognition error will occur in either the lowered state or the raised state of the luggage compartment and platform. will be lost. Therefore, if a discriminator related to the shape of the entrance of the aircraft viewed from above and a discriminator related to the shape of the entrance viewed from the front of the aircraft entrance are stored in advance in the memory of the object image recognition unit, And the entrance/exit of the aircraft can be accurately recognized in both the descending state and the ascending state of the platform.

In an eighth invention, in the seventh invention, the switching timing of a power selector switch for switching between the power for driving the vehicle and the power for moving the connection switching portion after the vehicle stops at the predetermined stop position. Based on this, the control unit is configured to switch between using the first discriminator and using the second discriminator.

According to the eighth invention, switching between the discriminator of the baggage loading/unloading section required until the own vehicle stops and the discriminator of the baggage loading/unloading section required when moving the connection exchange section after the vehicle stops, This can be done automatically just before the movement of the connection exchange section starts. This eliminates the need for the operator to manually switch the discriminator, thereby reducing the burden on the operator. In addition, since there is no chance of forgetting to switch the discriminator, it is possible to improve the accuracy of the work.

In a ninth invention, in any one of the first to eighth inventions, the control unit has a communication unit that wirelessly communicates with a management center, a location information acquisition unit is connected to the control unit, and the communication target position information relating to the current position of the cargo loading/unloading unit is transmitted from the management center to the unit, and the control unit obtains the current position information of the own vehicle from the position information acquisition unit and calculates the target position information based on the target position information. By calculating the distance to the position of the baggage loading/unloading section, the recognition that the own vehicle has approached the baggage loading/unloading section to a predetermined distance as a trigger triggers the acquisition based on the acquisition result of the object image acquisition section. It is configured to start recognizing the loading/unloading part.

According to the ninth invention, it is possible not to recognize the baggage loading/unloading section based on the acquisition result of the object image acquisition section until the own vehicle approaches the baggage loading/unloading section within a predetermined distance. As a result, even if there are a plurality of other cargo loading/unloading units similar in shape to the target cargo loading/unloading unit, the control unit can operate the target cargo loading/unloading unit without being confused by the other cargo loading/unloading units. can only be accurately recognized. As a result, the accuracy of work can be improved and the work time can be shortened. In high-lift trucks for aviation, it is necessary to approach the target aircraft while there are multiple aircraft of the same manufacturer model parked in the airport. Only the overall shape and the shape of the fuselage entrance/exit can be accurately recognized.

In a tenth aspect according to the ninth aspect, the management center transmits loading/unloading section information including information on the position and shape of an entrance/exit in the baggage loading/unloading section to the communication section, and the control section controls the loading/unloading section. It is configured to control the movement of the connection replacement part so as to match the position of the doorway based on the entry information.

According to the tenth invention, it is possible to constantly obtain the latest information on the target position and shape of the entrance/exit of the baggage loading/unloading section from the management center. As a result, even if the cargo loading/unloading section existing at the originally planned position is suddenly changed to another cargo loading/unloading section, the entrance/exit of the other cargo loading/unloading section can be easily recognized and the connection exchange section can be accurately connected. can be moved. In airport high-lift trucks, the parking location of the target plane in the airport may suddenly change due to trouble or the like. Receipt of the desired new parking location for the aircraft from the airport control center immediately prior to or immediately after entering the airport, even if it differs from the scheduled parking location prior to departure from the catering facility to the airport. Then, the vehicle can be directed to the new parking spot without hesitation.

In an eleventh aspect according to the tenth aspect, the control unit moves the drive actuator from a position where the entrance is not included in data acquired by the object image acquisition unit to a position of the entrance based on the loading/unloading unit information. When the connection exchange section is moved by the control of (1), the driving of the drive actuator is stopped when the entrance is not recognized by the object detection section.

According to the eleventh invention, the movement of the connection exchange section is started with the position of the entrance of the cargo loading/unloading section included in the loading/unloading section information transmitted from the management center as a target, and the connection exchange section is moved to the position of the entrance. In spite of this, when the control part cannot recognize the shape of the entrance included in the carry-in/out part information, even if the stroke end of the drive actuator has not been reached, the movement of the connection replacement part can be stopped at that point. As a result, it is possible to prevent the connection switching unit from abnormally moving too much even though the control unit has made an error in recognizing the doorway. As a result, it is possible to suppress damage to the baggage loading/unloading section caused by the connection switching section hitting the loading/unloading section, which is safe.

According to the work vehicle of the present invention, the movement of the load-mounted section and the connection exchange section is automatically controlled based on the result of acquisition of the data of the surrounding object image by the object image acquisition section. In particular, since this object image acquisition unit is provided in the luggage on-board unit that moves relative to the chassis or in the connection exchange unit, it is possible to accurately acquire the data of the object image (object) that is the target of movement, so that high-precision movement is possible. control can be achieved. In addition, since the movement control is performed without hesitation based on such objective object image data, not only the accuracy but also the speed of the cargo transshipment work can be greatly improved.
In addition, even if the height position of the cargo loading section and the height position of the entrance of the aircraft are misaligned after the height position of the cargo loading section is once aligned with the height of the entrance of the aircraft, the features described above are maintained. Since the control unit is provided, the positional deviation can be recognized by the object image acquiring unit, and the position can be corrected automatically.
As a result, the work load is greatly reduced for the operator who no longer needs the conventional alignment operation.

1 is a plan view showing a moving route of a high lift truck to which the present invention is applied; FIG. FIG. 2 is an enlarged plan view of the essential part of FIG. 1 around the aircraft; It is a figure which shows the said track|truck at the time of connection to an airframe doorway, (a) is a side view, (b) is a top view which abbreviate|omitted the eaves part. FIG. 4 is a partially enlarged perspective view of the connection replacement portion of the high lift truck as seen from below; FIG. 4 is a partially enlarged perspective view of a connection replacement portion of a high lift truck as viewed from above; FIG. 4 is an enlarged perspective view showing a power transmission mechanism of a bridge plate unit of a high lift truck, where (a) is a perspective view seen from the left side of the vehicle and (b) is a perspective view seen from the right side of the vehicle. It is a block diagram showing a control system of a high lift truck. 4 is a flow chart showing control from when the high lift truck enters the airport until it is connected to the aircraft entrance/exit. 7 is a flow chart showing control of the control unit regarding search for an aircraft entrance and display of stop guide information after recognition of the aircraft entrance. 3 is a camera image view taken by the first camera and the second camera with the optical axis directed horizontally while the high lift truck is moving in the direction of arrow C in FIG. 2; FIG. 3 is a camera image view taken by a first camera and a second camera with the optical axis directed obliquely upward while the high-lift truck is moving in the direction of arrow D in FIG. 2; FIG. 3 is a camera image view taken by a first camera and a second camera with their optical axes directed obliquely upward when the high lift truck has moved to the stop position De of FIG. 2; FIG. 3 is a camera image view taken by a third camera while the high-lift truck is raising the loading platform at the stop position De of FIG. 2; FIG. 5 is a flow chart showing lifting control of a loading platform by a control unit; FIG. 11 is a camera image diagram taken by a third camera; 3 is a camera image view taken by a third camera when the high-lift truck raises the loading platform to the height of the body doorway at the stop position De of FIG. 2; FIG. FIG. 16 is a camera image view taken by the third camera when the connecting replacement part is moved horizontally from FIG. 15 to bring the bridge plate into contact with the floor surface of the fuselage doorway;

An embodiment in which the present invention is applied to an airport high lift truck (hereinafter simply referred to as "truck") 1 will be described below with reference to the drawings. In the following description, front and rear, left and right, and up and down directions refer to the directions seen from the operator in the driver's cab of the truck 1 .

As shown in FIG. 1, a truck 1 as a work vehicle loads in-flight meal carts containing in-flight meals at an in-flight meal factory 10 outside the airport, travels on public roads and in the airport as indicated by arrow A, and reaches a standby position W. and waits for the arrival of the target airplane 11. After the arrival of the airplane 11, the truck 1 moves from the standby position W in the order of arrow B, arrow C and arrow D, stops, and connects work for loading and unloading the in-flight meal cart to the entrance 12 of the airplane 11. is done. The truck 1 moves by being driven by the worker, and while it is moving, it is also monitored for the presence or absence of obstacles by a mounted camera (object image acquisition unit). In particular, as shown in FIG. 2, when moving within the range of radius L1 centered on the body doorway 12 and approaching the body doorway 12 (arrows C and D), data from the camera is used to The target stop position is displayed on the display unit (display) mounted on the vehicle, and the vehicle can be moved to the target position. The display section also displays the aircraft 11 and its surroundings via the camera. The shooting angle is appropriately controlled in order to prevent deviation from the position. The radius L1 is set so as to include the surrounding area of the aircraft 11 parked at the parking spot of the boarding gate 16 with the entrance/exit 12 of the aircraft 11 to be connected as the center. It is set so as not to include the area around the aircraft 19 parked at 18 (see FIG. 1).

As shown in FIG. 3( a ), the truck 1 is elevated with respect to the chassis 2 by a chassis 2 that can travel, a lifting mechanism 3 provided on the chassis 2 , and a lifting mechanism 3 provided on the chassis 2 . and a loading platform 4. In the truck 1 stopped at the stop position De described above, the loading platform 4 is lifted vertically upward (arrow E1) and controlled to be connected to the machine body entrance 12 . Note that when the connected state is established, movement control (arrow E2, arrow E3, and arrow E4 in FIG. 3(b) or arrow E5 in FIG. 3(a)), which will be described later, is also performed.

The chassis 2 includes a frame 200 extending forward and backward, an operator's cab 201 provided in the front part of the frame 200 and operated by an operator, and running tires 202 provided on the frame 200. , a torii-shaped stopper 203 is erected.

The elevating mechanism 3 includes a pair of left and right outer links 300, 300, a pair of left and right inner links 301, 301 provided inside the outer links 300, 300, and a hydraulic actuator mounted between the inner links 301, 301. and a lifting cylinder 302 . Outer link 300 and inner link 301 are pivoted at their central portions by link shaft 303 .

The loading platform 4 is provided with a baggage on-board part 41 for accommodating an in-flight meal cart, and a connection exchange part 42 provided in the front part of the baggage on-board part 41 and used for exchanging the in-flight meal cart with the airplane 11. The connection exchange part 42 includes a base part 43 that can be moved in the left-right direction by a slide mechanism 432 relative to the load-carrying part 41 (chassis 2), and a base part 43 that is provided in front of the base part 43 to connect the body doorway 12 and the cargo-carrying part. 41 and a platform 44 serving as a road board between them. Note that the airplane 11 is a portion (baggage loading/unloading portion) serving as a transportation destination or a transportation source of the in-flight meal carts to be replaced.

As shown in FIG. 4, the on-board luggage portion 41 includes a storage box 410 in which an in-flight meal cart is stored, and a pair of left and right front and rear sides provided at the bottom of the storage box 410 and having a U-shaped cross section and extending front and back. It has guide rails 411 and 411 and a hydraulic first slide cylinder 412 arranged between the front and rear guide rails 411 and 411 . In addition, shutters 413 (see FIG. 5) are provided in front and behind the storage box 410 .

Upper ends of the inner link 301 and the outer link 300 are connected to the front-rear guide rail 411 . Specifically, upper ends of a pair of left and right inner links 301, 301 are connected to each other via an inner upper end shaft 304, and rolling rollers 305, 305 attached to both ends of the shaft 304 are attached to front and rear guide rails 411, 411. It is rotatably fitted. Although not shown, the same applies to the outer link 300 . A tube of a first slide cylinder 412 is connected to the inner upper end shaft 304, and a rod is connected to a cross member 411c installed on a pair of left and right front and rear guide rails 411, 411. Cargo mounting portion 41 is relatively moved in the longitudinal direction with respect to link 301 and outer link 300 (chassis 2). The lower end of the outer link 300 is pivotally connected to the frame 200, and the lower end of the inner link 301 is slidably connected to the frame 200. By expanding and contracting the elevating cylinder 302, the loading platform 4 is brought into a parallel state with respect to the chassis 2. can be raised and lowered.

The base portion 43 has a tunnel portion 430 including a bottom portion 430a, left and right side portions 430b, 430b, and a ceiling portion 430c, and an eaves portion 436 provided on the ceiling portion 430c.

In the tunnel portion 430, left and right guide rails 431 extending horizontally are provided on the lower surface side of the bottom portion 430a and the rear surface side of the ceiling portion 430c. 434, 434 are provided. The left and right guide rails 431 of the bottom portion 430a are band plate members fixed to the bottom portion 430a and placed on roller members (not shown) provided on the upper surface of the front and rear guide rails 411. As shown in FIG. The left and right guide rails 431 of the ceiling portion 430c are channel members fixed to the rear surface of the ceiling portion 430c, and are engaged with roller members (not shown) provided at the upper edge of the front end of the storage box 410. As shown in FIG. Also, the vertical guide rail 434 is formed of a channel member, and is provided so that the side groove portion faces left and right inwards.

The canopy part 436 is formed so as to cover the upper part of the PF 44 and extend forward. The first camera 437a and the second camera 437b are integrated to form a stereo camera. A third camera 439, which is a monocular camera that captures an image of the same height area as the tunnel portion 430, is fixed at the left-right central position on the front side of the ceiling portion 430c with its optical axis directed forward of the vehicle. The camera image includes PF44.

The slide mechanism 432 includes a ball screw (not shown) provided so as to span the upper ends of the pair of left and right front and rear guide rails 411 in the left and right direction, and a ball screw that is rotationally driven and mounted on the outer surface of one of the front and rear guide rails 411 . and an electric slide motor 433 provided. The nut portion of the ball screw of the slide mechanism 432 is connected to the lower surface side of the bottom portion 430a of the tunnel portion 430. As shown in FIG. By driving the slide motor 433, the base portion 43 is moved in the left-right direction with respect to the front-rear guide rail 411, and the PF 44 provided in the front portion of the tunnel portion 430 also moves in the left-right direction integrally with the tunnel portion 430. be moved. Note that the illustrated state is a state in which the connection replacement portion 42 is moved to the left side with respect to the cargo on-board portion 41 .

As shown in FIGS. 4 and 5 , a platform (hereinafter simply referred to as “PF”) 44 is provided at a proximal end PF 440 and a front portion of the proximal end PF 440 so as to be slidable back and forth with respect to the proximal end PF 440 . It has an intermediate PF 441 and a distal end PF 442 that is provided in the front portion of the intermediate PF 441 and that can turn left and right with respect to the intermediate PF 441 . The PF 44 is provided on each of the left and right sides of the proximal end PF 440 so as to be vertically movable with respect to the vertical guide rail 434 via the support member 435 .
The support member 435 is formed by assembling three frame members, ie, a base, a vertical side, and an oblique side, in a triangular shape. A vertical side roller portion (not shown) is provided on the outer surface of the frame member on the vertical side, and the vertical side roller portion is fitted in the groove portion of the upper and lower guide rails 434 .

The base end PF 440 is a substantially rectangular flat plate member in a plan view, and is fixed to the upper edges of the frame members on the bottom sides of the left and right support members 435 in a sandwiched state. A stay 446 protruding downward is provided at the bottom of the proximal end PF 440, and the stay 446 comes into contact with the torii-shaped stopper 203 (see FIG. 3A) when the loading platform 4 is lowered. As a result, the base end PF 440 of the loading platform 4 maintains the stopped height position, while the load-carrying section 41 can be further lowered to the stowed state. Further, the vertical guide rail 434 is provided with a retainer (not shown) at its lower end so that the roller of the support member 435 does not come off from the lower end of the vertical guide rail 434 .
A hydraulic second slide cylinder 443 is provided at the bottom of the proximal end PF 440 . The tube of the cylinder 443 is fixed to a cross member 443a that is laid across a pair of left and right support members 435,435.

The intermediate PF 441 is a substantially rectangular plate member in a plan view, and is fixed at both left and right edges while being supported by PF rail members 441a that are open to the outside and extend forward and backward in a U-shape. An intermediate bottom plate 441b having substantially the same shape as the intermediate PF 441 is fixed to the lower surface of the left and right PF rail members 441a with a predetermined gap therebetween. , is provided below the proximal end PF440. In addition, a bottom roller portion 435a is provided on the inner surface of the frame material on the bottom side of the support member 435, and the bottom roller portion 435a extends in the U-shaped portion of the PF rail member 441a. It is supported by the support member 435 by being fitted. The rod tip of the second slide cylinder 443 is attached to the lower side of the intermediate bottom plate 441b, and the expansion and contraction of the second slide cylinder 443 allows the intermediate PF 441 to move relative to the base end PF 440 in the front-rear direction. It has become.

The tip PF 442 has a first PF 450 pivotally connected to the intermediate PF 441 and a second PF 451 pivotably connected to the first PF 450 .
The first PF 450 is a substantially rectangular plate member having a lateral width narrower than that of the intermediate PF 441, and a portion of the first PF 450 excluding the tip is inserted between the intermediate PF 441 and the intermediate bottom plate 441b. A first swivel shaft 445 whose axial direction is the vertical direction is fixed to the base end of the first PF 450 (see FIG. 3B). is supported by a boss (not shown).
The first PF 450 is turned left and right in a horizontal plane with respect to the intermediate PF 441 about a first turning shaft 445 by a hydraulic first turning motor 444 (see FIG. 8, omitted in FIG. 4) provided on the intermediate bottom plate 441b. It has become so.

The second PF 451 is a substantially trapezoidal plate member and is supported by a second turning shaft 453 provided at the tip of the first PF 450. A hydraulic second turning motor 452 (Fig. 8 ), the first PF 450 is turned left and right in the horizontal plane with the second turning shaft 453 as the center.
A bridge unit 455 is provided at the front portion of the second PF 451 . The bridge plate unit 455 has a bridge plate 456 provided in the front part of the second PF 451, and can rotate from a posture in which the bridge plate 456 stands up with respect to the PF 44 to a horizontal posture that is substantially the same as that of the PF 44. . At least when the loading platform 4 is being raised, the shutter 413 provided on the storage box 410 is closed.

Here, as shown in FIGS. 6A and 6B, the rotation mechanism of the bridge plate 456 includes a power transmission mechanism 457 that vertically rotates the tip of the bridge plate 456 with respect to the second PF 451, An electric bridge plate rotation motor 458 that is provided in the second PF 451 and drives the power transmission mechanism 457 is provided. The power transmission mechanism 457 includes a drive sprocket 457a connected to the output shaft of the bridge plate rotation motor 458, a driven sprocket 457b on the side of the bridge plate 456, a chain 457c wound around the drive sprocket 457a and the driven sprocket 457b, and a driven sprocket. A first disk 457d that rotates integrally with 457b, and a second disk 457e that is connected to the rotation shaft of the bridge plate 456, is arranged to face the first disk 457d, and is rotatable relative to the first disk 457d. Prepare.

The first disk 457d has an engaging projection 457f that protrudes toward the second disk 457e. The second disk 457e is formed with an elongated engagement hole 457g that engages with the engagement protrusion 457f along the circumferential direction. When the drive sprocket 457a is driven by the bridge plate rotation motor 458, the drive force is transmitted by the chain 457c to rotate the engagement projection 457f, and the bridge plate 456 is engaged to rotate except at the beginning and end of rotation. The protrusion 457f and the circumferential end portion of the long engagement hole 457g rotate while being in contact with each other. In addition, the second PF 451 near the bridge unit 455 is provided with a pair of left and right infrared or ultrasonic distance sensors. is shown as a representative example (the first distance sensor 459a is provided on the right side).

The truck 1 having the above configuration is in a stored state with the loading platform 4 lowered in the running state (for example, the range of arrows A or B in FIG. 1), the PF 44 is contracted, and the bridge plate 456 It is assumed to be in an upright state.

A control system for the truck 1 will be described with reference to FIG.

The truck 1 receives an actuation signal based on the image data of the first camera 437a and the second camera 437b or the third camera 439, and a control unit 220 that performs various controls to properly connect the loading platform 4 to the airplane 11. Prepare. The control unit 220 includes an object recognition unit 221 that recognizes an object based on image data, and a mounted object that outputs control signals to a control valve 215 that drives motors 444, 452, . It includes a control unit 226, a chassis control unit 227 that controls the chassis 2, and a communication unit 228 that communicates with airport facilities to acquire information.

The object recognition unit 221 includes a distance image generator 222 connected to the first camera 437a and the second camera 437b, an object detector 223 connected to the generator 222 and the third camera 439, and a distance image generator 222. and a determination processing unit 224 connected to the object detection unit 223 so that signals can be input and output; and a storage unit 225 connected to the determination processing unit 224 and the object detection unit 223 so that signals can be input and output. Furthermore, the judgment processing unit 224 is also connected to the mounted object control unit 226 so that signals can be input and output, and has a processing function based on the detection data acquired by the sensors 459a, 459b, and 460. , and a function of outputting various data in the object recognition unit 221 to the mounted object control unit 226 .

The distance image generation unit 222 is connected to the first camera 437a and the second camera 437b, and performs stereo matching processing based on a pair of image data sent from these cameras to generate a distance image having distance information to an object. It is possible. In the stereo matching process, the parallax is obtained by matching the corresponding pixels between the reference image data captured by one camera and the comparison image data captured by the other camera. , is the process of calculating the distance to an object included in the image. As this stereo matching process, in order to evaluate the similarity between images, a block matching method is applied in which a region is cut out from the images to be compared and the sum of luminance differences (SAD: Sum of Absolute Difference) for that region is obtained. .

The object detection unit 223 is connected to the distance image generation unit 222 and the third camera 439, and in addition to the data of the distance image generated by the distance image generation unit 222, the distance information obtained by the third camera 439 is used. The data of the image which does not have is also inputted. The object detection unit 223 raster scans the detection windows in the input image and calculates the feature amount in each detection window region. As this feature amount, HOG (Histograms of Oriented Gradients) feature amount is used in this embodiment. The HOG feature quantity is calculated by creating multiple blocks in which the direction of the gradient of luminance in a local region (cell) of the range image is histogrammed based on the intensity of the gradient of luminance, normalizing the histograms of each block, and concatenating them. is the amount
The object detection unit 223 inputs the above feature amount to one of three types of discriminators M1, M2, and M3, which will be described later, read out from the storage unit 225, and sends the output score to the judgment processing unit 224. It has become.

Note that in the present embodiment, the third camera 439 is a camera that does not have distance information because of the difference in usage conditions between the first camera 437a and the second camera 437b. That is, the first camera 437a and the second camera 437b are used when the truck 1 is moved from the standby position W toward the entrance/exit 12 by the operator. Distance information is required for recognizing the presence or absence of obstacles.
On the other hand, the third camera 439 is used when connecting the connection exchange section 42 to the body doorway 12 after the truck 1 stops, and two-dimensionally measures the positional relationship between the body doorway 12 and the tip of the PF 44 vertically and horizontally. It does not require distance information as long as it can be recognized. The third camera 439 is provided on the ceiling portion 430c of the tunnel portion 430 in order to include both the body doorway 12 and the PF 44 in the camera image and align the body doorway 12 and the tip of the PF 44. At the mounting position of the third camera 439, even if the distance information can be measured, it is difficult to recognize the change in the distance of the tip of the PF 44 from the tunnel section 430 to the aircraft entrance 12 (the distance relationship between the third camera 439 and the aircraft entrance 12 is (Because it does not change due to expansion and contraction of PF44). Therefore, in this embodiment, the change in the distance of the tip of the PF 44 from the body doorway 12 is detected by the first distance sensor 459a and the second distance sensor 459b.

The storage unit 225 stores in advance three types of classifiers for recognizing the machine body entrance/exit 12 based on the image data acquired by the camera. These three types of discriminators M1, M2, and M3 are a distant discriminator M1 that is referenced at a position distant from the body doorway 12 (for example, the movement range of arrow C in FIG. 3, and the horizontal discriminator M3 referred to during the arrows E1 to E4 in FIG.
The three types of classifiers M1, M2, and M3 are HOG feature amounts of a large number of "aircraft entrance/exit" images captured by the cameras 437a, 437b, and 439, This is a program in which the parameters of the judgment criteria are learned in advance by an SVM (Support Vector Machine) using the learning data consisting of the HOG feature amount of the "non-aircraft entrance" image. For example, a positive value of +1 is assigned to the “aircraft entrance” image, and a negative value of −1 is assigned to the “non-aircraft entrance” image. When each discriminator is used, each discriminator outputs a score greater than 0 and less than 1 if the body doorway 12 is captured in the detection window area for raster scanning the camera image, and if not - It is set to output a score greater than 1 and less than or equal to 0. The higher the recognition accuracy of the entrance/exit 12 of the machine body, the closer the value is to 1, and the lower the recognition accuracy, the closer the value is to 0.

In addition, the three types of discriminators M1, M2, and M3 differ in the type of image data for learning. The image data for learning of the distant discriminator M1 is image data from the first camera 437a and the second camera 437b whose optical axis is directed in the horizontal direction, and the image data for learning of the close discriminator M2 is The image data is from a first camera 437a and a second camera 437b with their optical axes directed obliquely upward. Also, image data for learning of the horizontal classifier M3 is image data from the third camera 439 . The image of the "aircraft entrance" to be learned may be an image of only the airframe entrance 12 (door 13), or a combination of the reinforcement plate 14 provided immediately below the airframe entrance 12 and the airframe entrance 12.

The judgment processing unit 224 processes the output values of the object detection unit 223 based on the discriminators M1, M2, M3, and sends an operation signal to the mounted object control unit 226 . Specifically, when based on the remote discriminator M1, if it is equal to or greater than the positive first threshold, which is the limit value at which the doorway 12 can be recognized, the determination processing unit 224 instructs the mounted object control unit 226 to If it is equal to or greater than the positive second threshold value, which is the limit value for recognizing the entrance/exit 12 based on the approach discriminator M2, the judgment processing unit 224 sends the judgment processing unit 224 to the mounted object control unit 226, the determination result that the entrance/exit 12 of the machine body has been recognized is sent. Further, when based on the horizontal discriminator M3, the decision processing unit 224 allows the mounted object control unit 226 to recognize the fuselage entrance 12 if it is equal to or greater than the positive fourth threshold, which is the limit value at which the fuselage entrance 12 can be recognized. Send the judgment result. Note that the judgment processing unit 224, when based on the distant classifier M1, has not yet reached the recognizable limit value, but the output value has decreased to a predetermined third threshold value (>first threshold value) close to the first threshold value. If so, the discriminator used in the object detection unit 223 is controlled to switch from the distant discriminator M1 to the close discriminator M2.

Next, in addition to the object recognition unit 221, the mounted object control unit 226 electrically connects the communication unit 228, the position information acquisition unit 229, the first distance sensor 459a, the second distance sensor 459b, and the ground sensor 460. , and can autonomously control each electric or hydraulic actuator mainly based on the information output from them. The mounted object control unit 226 is also electrically connected to the speaker 201a and the display unit 201b, and outputs recognition results of obstacles around the truck 1 and the body doorway 12. FIG.
Moreover, the mounted object control unit 226 is electrically connected to a mounted object operation unit 230 operated by the worker. By sending, each actuator can be manually operated.
Furthermore, the mounted object control unit 226 is electrically connected to the chassis control unit 227 so that signals can be input and output.

The chassis control unit 227 sends an operation signal to the engine 210 and the transmission 211 of the truck 1 to control their driving. running control and control for switching the PTO 212 attached to the transmission 211 .

The communication unit 228 receives the aircraft information of the airplane 11 to be connected (target position information of the horizontal coordinates regarding the aircraft entrance 12 to be connected among the plurality of aircraft entrances, model information including the type and size of the aircraft, arrival boarding number of the gate 16, height from the ground to the entrance/exit of the aircraft, shape of the entrance/exit of the aircraft, etc.) are acquired from the airfield control tower 15 (see FIG.
The target position information includes the model information, the relative position information with respect to the front wheels of the airplane 11 with respect to the aircraft entrance 12 to be connected, and the horizontal coordinate information of the parking spot (plane front wheel stop position) corresponding to the boarding gate 16 to arrive. is information calculated in the control tower 15 based on
The height from the ground to the entrance/exit of the aircraft and the shape of the entrance/exit of the aircraft correspond to "carrying-in/out part information" in the claims.

The position information acquisition unit 229 can obtain position information of the truck 1 by receiving signals transmitted from positioning satellites, and sends the position information to the mounted object control unit 226 . Further, the position information of the truck 1 obtained by the position information acquisition unit 229 can also be sent to the control tower 15 (see FIG. 1) by the communication unit 228 .
By using the position information of the traveling truck 1 and the target position information, the mounted object control unit 226 can calculate the distance of the radius L1 of the entrance/exit 12 of the aircraft 11, the position to be transmitted/received to/from the control tower 15, and the like. You can get the timing etc. Furthermore, the distance L from the position of the truck 1 to the fuselage entrance/exit 12 is continuously calculated by the mounted object control unit 226, and the mounted object control unit 226 receives the information of the distance L from the object recognition unit. 221 to the judgment processing unit 224 continuously.

The sensors 459a, 459b, and 460 are used when the second PF 451 is brought closer to the body doorway 12 in connection work between the loading platform 4 of the parked truck 1 and the body doorway 12 . The first distance sensor 459 a and the second distance sensor 459 b each detect the distance from the tip of the second PF 451 to the airplane 11 and send the detection result (distance data) to the mounted object control unit 226 . The grounding sensor 460 is a pressure sensor or a light/dark sensor provided on the lower surface side of the tip of the bridge plate 456. When the bridge plate 456 rotates up and down, the tip of the bridge plate 456 touches the floor surface of the airplane 11. By detecting this and outputting a signal to the mounted object control unit 226 , the mounted object control unit 226 stops driving the bridge plate rotation motor 458 .

The mounted object control unit 226 controls the hydraulic actuators 412 , 413 , . . . by outputting control signals to the control valve 215 . The control valve 215 is a multiple hydraulic valve unit, and when the hydraulic pump 213 is driven by the power taken out by the PTO 212, the hydraulic fluid in the hydraulic fluid tank 214 is transferred via the control valve 215 to the hydraulic actuator. supplied to

The speaker 201a and the display unit 201b are provided in the driver's cab 201, and the operator who drives the truck 1 can control the truck 1 by following the stop guide information displayed on the display unit 201b and the notification sound from the speaker 201a. , the truck 1 can be easily stopped at the predetermined stop position De. In addition to the speaker 201a and the display unit 201b, the driver's cab 201 also contains a mounted object operation unit 230 for operating the lifting and horizontal movement of the loading platform 4, and switching of the PTO 212 (driving force is applied to the running tires 202 or hydraulic pressure). A PTO switch 231 is provided for outputting to the pump 213 side.

Next, the operation of connecting the truck 1 to the entrance/exit 12 of the aircraft 11 will be described with reference to the flow chart of FIG.

The operation of the truck 1 according to the present embodiment includes a first operation state (S0 to S2) in which the truck 1 travels in the stored state with the cargo bed 4 lowered and enters the airport, and images of other vehicles working in the airport are displayed. After entering the second work state (S3) in which the vehicle moves to the distance of the radius L1 of the machine body doorway 12 while moving while moving, the vehicle body doorway 12 is further approached in the third work state (S4) by referring to the displayed stop guide information. ˜S10), and after the vehicle is stopped, a fourth working state (S11˜S23) is entered in which the loading platform 4 is connected to the doorway of the machine body. note that. The first working state is the range of arrow A in FIG. 1, the second working state is the range of arrow B in the same figure, the third working state is the range of arrows C and D in the same figure, the fourth working state is the arrows E1 and E2 in FIG. The states are E3, E4, and E5.

In the first work state, based on the current position of the truck 1 sent from the position information acquisition unit 229, the mounted object control unit 226 determines whether or not the vehicle has entered the destination airport. For example, the mounted object control unit 226 determines that the truck 1 has entered the airport when the current position of the truck 1 has entered the inside of the airport from the position of the airport doorway 17 (see FIG. 1) (S1). After determining that the mounted object control unit 226 has entered the airport, it receives the aircraft information of the airplane 11 to be connected through wireless communication with the control tower 15 (S2). The aircraft information includes target position information, model information, arrival boarding gate 16 number, and the like. A desired stop position De that can be handled in the working state can be displayed accurately. Therefore, the worker who drives the truck 1 can safely drive the truck 1 to the suitable stop position De.

In the second work state, after receiving machine body information (S2), the machine travels while monitoring surrounding obstacles with the first camera 437a and the second camera 437b, and moves to a position within a radius L1 from the machine body doorway 12. . The mounted object control unit 226 calculates the distance L between the current position of the truck 1 sent from the position information acquisition unit 229 and the position of the aircraft entrance/exit 12 based on the aircraft information, and compares the distance L with the radius L1. . When it is determined that the radius is less than L1 (S3), the second work state is completed. If the robot erroneously moves toward the airplane 18, it is not determined that the radius is less than L1, so the second work state is not completed and the third work state is not entered.

After shifting to the third work state (S4 to S10), a search display step (S4) for accurately searching for the entrance/exit 12 of the machine body and displaying stop guide information indicating the stop position De of the truck 1 after recognition of the entrance/exit 12 for the machine body. and display adjustment steps (S5 to S10) for maintaining a good display state of the stop guide information. Each step (S4 to S10) in the third work state is sequentially repeated while the truck 1 is moving. The optical axis change control is also performed so that the elevation angle of the camera 437b can be changed.

After the truck 1 is stopped at a suitable position, the loading platform 4 is connected to the entrance/exit 12 of the machine body when shifting to the fourth work state (S11 to S23). In the fourth work state, the platform raising step (S11 to S15) for raising the platform 4 by the lifting mechanism 3, the lateral adjustment step (S16 to S19) for adjusting the lateral position of the platform 4, and the front and rear positions of the platform 4 are adjusted. Fore-and-aft adjustment steps (S20 to S23) for adjustment are performed.

In the third and fourth work states described above, a plurality of controls are performed using the output data of the cameras 437a, 437b, 439, etc., and these will be described.

In the search display step (S4), as shown in FIG. 10, search substeps (S41 to S45) for recognizing the entrance/exit 12 of the aircraft and adjustment for displaying stop guide information based on the data acquired in the substeps are performed. Substeps (S46 to S48e)) are performed.

After the truck 1 has moved (S3) to a radius less than the radius L1 of the aircraft entrance 12, a pair of image data acquired by the first camera 437a and the second camera 437b are generated by the range image generator in search substeps (S41 to S46). 222 (S41), and a distance image is generated by stereo matching processing (S42). This distance image data is input to the object detection unit 223, and the object detection unit 223 performs a process of narrowing down the detection candidate area of the machine body doorway 12 (S43 to S45). Specifically, the information on the distance L continuously calculated by the mounted object control unit 226 and sent from the mounted object control unit 226 from before the third work state is entered is sent to the judgment processing unit 224. Using Lm as the permissible range, an area having a radial distance of L±Lm from the aircraft entrance/exit 12 is determined as a detection candidate area from the generated distance image (S44). Upon receiving this determination signal from the determination processing unit 224, the object detection unit 223 raster-scans the detection window within the detection candidate area, and calculates the HOG feature amount in each detection window area (S45). As a result, input data that can be input to the program of the distant discriminator M1 or the proximity discriminator M2 is obtained. While the cameras 437a and 437 generate a range image of a wide area, by narrowing down the detection candidate area as described above, the area (distance image) where the aircraft entrance 12 clearly does not exist is excluded from the scanning target in advance, and the aircraft The entrance/exit 12 can be recognized with high accuracy in a short time. Note that the allowable range Lm is set to a value that takes into consideration the error of the position information received by the position information acquisition unit 229 . For example, if the position detection accuracy of the position information acquisition unit 229 has an average error of about 10 m, Lm is set to 10 m.

When the raster scanning is completed and the search sub-steps (S41-S45) shift to the adjustment sub-steps (S46-S48e) for displaying stop guide information, the determination processing unit 224 identifies the storage unit 225 read by the object detection unit 223. device is determined (S46). Immediately after the truck 1 enters the area of the radius L1 of the fuselage entrance/exit 12, if the initial state (distant discriminator M1) is not changed, based on each HOG feature amount input to the far discriminator M1 Then, the object detection unit 223 sends the recognition result (positive value or negative value) in each area to the judgment processing unit 224 . The determination processing unit 224 searches for and extracts an area whose output value is positive and equal to or greater than the first threshold (S47a). Furthermore, by finding an area that is equal to or greater than the first threshold, the mounted object control section 226 receives the judgment result that the entrance/exit 12 has been recognized from the judgment processing section 224, and the area ( A recognition mark H surrounding an area recognized as the body doorway 12) and the target left and right lines I and I and the target front and rear lines J and J based on the distance to the area are displayed on the display unit 201b (S47c). The mounted object control unit 226 also displays a vehicle position line K, which serves as a mark for aligning the target front and rear lines J, J, on the display unit 201 . These target left and right lines I, I, target front and rear lines J, J, and vehicle position line K serve as stop guide information.
If there are a plurality of areas determined to be equal to or greater than the first threshold value, it is preferable to display the recognition mark H in the area with the maximum output value.

The operator positions the recognition mark H between the two target left and right lines I, I, and the vehicle position line K indicating the position of the truck 1 between the two target front and rear lines J, J. By stopping the vehicle, the connection control of the loading platform 4 in the fourth work state (S11 to S23) can be realized with high precision and high efficiency. On the other hand, if no region equal to or greater than the first threshold value is found, the judgment processing unit 224 sends the mounted object control unit 226 a judgment result that the body entrance 12 could not be recognized, and the mounted object control unit 226 An error is displayed on the display unit 201b (S47d).

Here, a state in which the recognition mark H, the target left and right lines I, I, and the target front and rear lines J, J are displayed on the display unit 201b will be described with reference to FIG. FIG. 9 is a camera image view of the first camera 437a and the second camera 437b, the optical axis of which is oriented horizontally when the truck 1 moves into the area of the radius L1 from the body doorway 12. As shown in FIG.

When the body entrance/exit 12 is recognized by the object recognition unit 221, a recognition mark H is displayed. J and a vehicle position line K extending in the left-right direction are displayed. The target left and right lines I, I are displayed symmetrically with respect to the left and right center line of the camera image on the display unit 201b, that is, the left and right center of the truck 1, and each of the left and right lines I, I is a connection that can move left and right. In the replacement section 42 , the positions are the left and right ends of the bridge plate 456 that has moved left and right.

Further, the width of the lines I, I can be adjusted according to the distance from the first camera 437a and the second camera 437b to the machine body doorway 12. As shown in FIG. As described above, the lateral width set based on the maximum movable position in the lateral direction of the bridge plate 456 is reduced in accordance with the reduction ratio of the lateral width of the fuselage doorway 12, which becomes smaller in the camera image as the distance from the fuselage doorway 12 increases. is set to As a result, the operator who drives the truck 1 can stop the truck 1 at a desired position by steering the truck 1 so that the recognition mark H of the machine body entrance 12 is within the line width of the target left and right lines I, I. , the loading platform 4 can be satisfactorily connected to the machine body doorway 12 by each control in the fourth working state. The desired position is the preferred stop position De in this embodiment.

Further, the target front and rear lines J, J are set so that the vehicle position line K is within the line width when the truck 1 is stopped at the desired position (preferred stop position De). When far from the doorway 12, it is above the vehicle position line K, and approaches the vehicle position line K as the truck 1 approaches the body doorway 12. - 特許庁
By using the two types of lines I and J described above, the driver only drives with the position displayed on the display unit 201b as the target. can be In the same figure, the state where the recognition mark H has not entered the target left and right lines I, I is shown so that "left and right x" is displayed on the left end, and the state where "front and back 20 m" is displayed on the right end is shown. It is shown that the truck 1 needs to move 20 m horizontally to the entrance 12 of the machine body.

When the process proceeds to the adjustment sub-step, the discriminator read by the object detection unit 223 is not the distant discriminator M1, and the truck 1 has already greatly approached the aircraft entrance 12, and the optical axes of the cameras 437a and 437b are obliquely upward. Even when the device is changed to the device M2, the control performed by the object detection unit 223, the judgment processing unit 224, and the mounted object control unit 226 is the same control as in the case of the remote identification device M1 (S48b to S48e). . If the storage unit 225 fails and a proper discriminator cannot be detected, an error is displayed on the display unit 201b (S48e).

As shown in FIG. 9, in the display adjustment steps (S5 to S10) after the search and display step (S4), as the truck 1 approaches the fuselage doorway 12 provided on the curved fuselage surface of the airplane 11 and located at a high position, Display adjustment is performed when the machine body doorway 12 cannot be included in the camera images of the first camera 437a and the second camera 437b. However, this display adjustment shifts to judgment control for stopping the vehicle (S10) when the mounted object control section 226 receives a judgment from the judgment processing section 224 that the vehicle body entrance 12 cannot be recognized.
When the mounted object control unit 226 receives the determination that the body entrance 12 has been recognized from the determination processing unit 224 (S5), in the image data of the first camera 437a and the second camera 437b, the body entrance is detected in the camera image. Based on the output data from the judgment processing unit 224, it is judged whether or not the vertical position of 12 is inappropriate.

In the stowed state of the carrier 4, the height positions of the first camera 437a and the second camera 437b are lower than the height position of the fuselage entrance 12 of the airplane 11, and the optical axes of the cameras 437a and 437b are directed horizontally. When approaching the airplane 11, at least part of the fuselage doorway 12 is upwardly deviated from the camera images of the cameras 437a and 437b, making it difficult to accurately recognize the fuselage doorway 12 or causing a recognition error.
Therefore, in the camera images of the cameras 437a and 437b whose optical axes are oriented in the horizontal direction, the mounted object control unit 226 determines whether or not the upper end of the fuselage entrance/exit 12 is in contact with the upper end of the camera images. In the case of this contacting state, it is judged as an inappropriate state (S6). When the mounted object control unit 226 determines that it is inappropriate, the mounted object control unit 226 outputs a signal to the camera rotation motor 438 to rotate the cameras 437a and 437b upward by a predetermined angle, thereby opening the doorway 12 of the machine body. The accurate recognition state can be continued (for example, the state shown in FIG. 11).
Note that the mounted object control unit 226 does not change the optical axes of the cameras 437a and 437b when it determines that the vertical position of the body doorway 12 in the camera images of the cameras 437a and 437b is appropriate.

Next, in the area of the body doorway 12 where the recognition mark H is displayed in the camera images of the cameras 437a and 437b, the output value output by the distant classifier M1 of the object detection unit 223 is the third threshold (> the first The judgment processing unit 224 judges (S8) whether or not it is less than the threshold value), and outputs the result to the mounted object control unit 226. If this output value is less than the third threshold, the mounted object control unit 226 switches the discriminator read by the object detection unit 223 to the approach discriminator M2 (S9). In addition, when it is the approach discriminator M2 in the search display step (S4), the determination in step S8 is not performed.

The fuselage doorway 12 provided on the surface of the fuselage having a curved shape has a significantly different shape when viewed from the front from a distance and when viewed obliquely from below. , it is distorted more than the shape of the fuselage doorway 12 seen from the front at a distance. Therefore, when recognizing the vehicle body entrance 12 with the discriminator (distant discriminator M1) when viewed from a distance, a recognition error may occur while the truck 1 is moving. Accurate recognition can be continued by controlling switching from the approach discriminator M2 to the approach discriminator M2. The switching from the distant classifier M1 to the approaching classifier M2 is performed by the third threshold value at which the output value of the object detection unit 223 using the distant classifier M1 becomes low and the body entrance 12 cannot be clearly recognized. , and if the output value output by the discriminator M1 (or discriminator M2) of the object detection unit 223 is equal to or greater than the third threshold, the discriminator is not switched.

While the worker drives the truck 1 using an appropriate identifier, the truck 1 does not move for a predetermined time (about several tens of seconds) based on the position information of the truck 1 from the position information acquisition unit 229; Under the condition that the truck 1 is in the vicinity of the desired stop position De based on the machine body information, the mounted object control unit 226 judges whether or not the truck 1 has stopped at a suitable position (S10). After that, if it is determined that the vehicle has stopped, the process moves from the third work state to the platform raising step (S11 to S15) of the fourth work state.
In this step, the mounted object control unit 226 determines through the chassis control unit 227 that the PTO 212 is on (S11), and instructs the determination processing unit 224 to select the cameras to be used as the first camera 437a and the first camera 437a. An instruction to switch from the second camera 437b to the third camera 439 is issued, the image acquired by the third camera 439 is displayed on the display unit 201b (S12), and the discriminator to be used is changed from the approach discriminator M2 to the horizontal discriminator M3. An instruction to switch is issued (S13).

Next, based on a signal from the mounted object operation unit 30, the loading platform 4 is raised. At this time, on the display section 201b, a rise determination line N extending to the left and right is displayed as shown in FIG. This climb determination line N is always displayed in the camera image of the third camera 439 regardless of whether the aircraft entrance/exit 12 is recognized. is set so that the vertical position of the rise determination line does not change because the relative position in the height direction does not change even if each actuator is driven.

The rise determination line N is such that when the loading platform 4 is stopped at a position where the vertical height position matches the lower end of the machine body entrance 12 in the camera image of the third camera 439, the bridge plate 456 is rotated at a reasonable angle ( It is a mark that allows the in-flight meal cart to be bridged over the inner floor surface of the aircraft entrance 12 at a rotation angle that allows the operator to easily push the in-flight meal cart on the bridge board 456 .
The rise determination line N is drawn at the position where the tip of the PF 44 reaches in the camera image of the third camera 439 when the tip of the PF 44 is extended from the stop position De of the truck 1 to a distance that allows the bridge plate 456 to be bridged. is In the camera image, the longer the distance from the camera, the closer it is displayed to the center of the image, so the rise determination line N is displayed slightly above the tip position of the PF 44 before extension.

It should be noted that the third camera 439 immediately after the loading platform 4 has started to rise is positioned below the body doorway 12 and its optical axis is oriented horizontally, so the camera image shows the body doorway 12. Although not included at all, as the loading platform 4 rises, the camera image comes to include the lower part of the machine body doorway 12 .

The display of the lift determination line N and the control (S14) of the lifting operation of the loading platform 4 will be described with reference to FIG.
When the state is shifted to the fourth work state and switched to the third camera 439 (S12), the rise determination line N is displayed (S141), and the image data acquired by the third camera 439 is input to the object detection unit 223 ( S142).
The object detection unit 223 raster scans the detection window in the camera image, calculates the HOG feature amount in each detection window area (S143), and based on each HOG feature amount input to the horizontal classifier M3, The object detection unit 223 sends the recognition result (positive value or negative value) in each area to the judgment processing unit 224 . The determination processing unit 224 searches for and extracts an area whose output value is positive and equal to or greater than the fourth threshold (S144). Furthermore, by finding an area equal to or greater than the fourth threshold (S145), the mounted object control unit 226 displays a recognition mark P surrounding the area determined to be equal to or greater than the fourth threshold (area recognized as the aircraft entrance/exit 12). It is displayed on the part 201b (S147a).

Then, during the continued lifting operation of the loading platform 4, the mounted object control unit 226 determines whether or not the lower end of the doorway 12 overlaps with the lift determination line N (S147b), and the lower end of the doorway 12 rises. When the loading platform 4 is raised to a position overlapping the judgment line N, the height of the loading platform 4 becomes a height that allows connection to the machine body doorway 12 . At this time, the mounted object control unit 226 stops the lifting of the loading platform 4, and issues a sound from the speaker 201a to inform the completion of the lifting (S147c). In addition, as shown in FIG. 15, when the rise determination line N exists below the lower end of the body doorway 12 even though the body doorway 12 is recognized, the body doorway 12 is still connected to the position where it can be connected. This is a case where the cargo bed 4 is not raised, and the lifting cylinder 302 is extended by a predetermined stroke to raise the cargo bed 4 by a predetermined height.

Since the platform raising step is started immediately after the platform 4 is lifted, the camera image does not include the aircraft doorway 12 at all at the beginning, or the aircraft doorway 12 is partially missing, making it difficult to recognize the aircraft doorway 12. Then (S145), the mounted object control unit 226 calculates the difference between the height position h1 of the PF 44 that ascends and descends and the height position h2 of the fuselage entrance/exit 12 based on the fuselage information (S146a), and the calculation result h1-h2 is It is determined whether or not it becomes negative (S146b). Here, the height position h1 of the PF 44 can be detected based on the stroke of the lifting cylinder 302. FIG.
At this time, the mounted object control unit 226 displays an unrecognized display on the display unit 201b because h1-h2 is negative while the camera image does not include the entrance/exit 12 (until the loading platform 4 is raised to some extent). (S146c). As the non-recognition display, it is notified that recognition processing of the machine body doorway 12 is being executed, but recognition is not possible because the loading platform 4 is insufficiently raised.
After the non-recognition indication, the mounted object control unit 226 extends the lift cylinder 302 by a predetermined stroke to raise the loading platform 4 by a predetermined height (S146d), and repeats the loading platform raising step.

By repeating the above step of raising the loading platform, most of the entrance/exit 12 is included in the camera image as shown in FIG. Then, a determination result indicating that the body entrance 12 has been recognized is sent to the mounted object control unit 226 (S145). On the other hand, even though the loading platform 4 has risen to a height where it can be connected to the fuselage entrance 12, there are cases where the fuselage entrance 12 is not recognized (S145). The control unit 226 makes an emergency stop to lift the loading platform 4, and displays an error on the display unit 201b (S146e). By urgently stopping the lifting of the loading platform 4, it is possible to prevent the loading platform 4 from colliding with the wing of the airplane 11. - 特許庁Also, the error display can prompt the operator to check the equipment on the truck 1 .

When the lifting of the loading platform 4 described above is completed, in order to continue the automatic control as shown in FIG. , left and right adjustment steps (S16 to S19) and front and rear adjustment steps (S20 to S23) are performed. Manual operation of the horizontal movement mechanism is performed using the mounted object operation unit 230 .

In the left/right adjustment step, first, the mounted object control section 226 determines whether or not the bridge plate 456 is shifted left/right with respect to the machine body entrance/exit 12 (S16). While the truck 1 is moving from the in-flight meal factory 10 to the stop position De in the airport, the base part 43 is stopped at the center of the left and right, and the PF 44 is stopped at the center of the left and right. Therefore, if the truck 1 can stop with no deviation in the left-right direction with respect to the body entrance 12 (S16), the body entrance 12 is positioned in the center of the image of the third camera 439 in the left-right direction, and the center of the image of the third camera 439 in the left-right direction. The position coincides with the center position of the recognition mark P, and the base portion 43 does not slide and the first PF 450 and the second PF 451 do not turn. However, when the truck 1 stops at the stop position De, if the vehicle body entrance 12 is shifted left or right from the center of the image of the third camera 439 (S16), the mounted object control unit 226 The amount of deviation between the left-right center position of the image 439 and the left-right center position of the recognition mark P is calculated. At this time, if the mounted object control unit 226 determines that there is a deviation exceeding the allowable range, it is determined whether the amount of deviation exceeds the lateral movement limit of the base part 43 (S17).

When the mounted object control unit 226 determines that the lateral movement limit of the base part 43 is exceeded, the second position is adjusted until the lateral center positions of the PF 44 and the bridge plate 456 match the lateral center position of the recognition mark P. The first PF 450 and the second PF 451 are turned by a predetermined angle (S18). Specifically, the mounted object control unit 226 is configured such that the tip edge of the second PF 451 is substantially parallel to the lower edge of the body doorway 12, and the lateral position of the second PF 451 approaches the body doorway 12. , the first PF 450 and the second PF 451 are rotated by a predetermined angle.

On the other hand, if the mounted object control unit 226 does not determine that the amount of deviation exceeds the left-right movement limit of the base part 43, the base part 43 is moved by the slide mechanism 432 to the left-right movement limit. The base portion 43 is moved left and right by a predetermined distance so that the center of P in the left and right direction coincides with the center position of the PF 44 and the bridge plate 456 (S19).
If it is determined that the amount of displacement of the bridge plate 456 is within the allowable range by the sliding movement of the base portion 43 and the turning movement of the first PF 450 and the second PF 451 (S16), the process proceeds to the front-rear adjustment steps (S20 to S23).

In this step, the mounted object control unit 226 determines whether the distance from the tip of the second PF 451 to the fuselage entrance/exit 12 is less than the connectable distance L2 based on the distance data sent from the first distance sensor 459 and the second distance sensor 459b. determine whether or not
If the connectable distance L2 or longer (NO in S20), the mounted object control unit 226 extends one or both of the slide cylinders 412 and 443 to move the tip of the second PF 451 forward by a predetermined distance (arrow E4 in FIG. 3). or in the direction indicated by arrow E5) (S21).

If the operation of step S21 is repeated and it is determined that the connectable distance is less than L2 in step S20, the mounted object control unit 226 rotates the upright bridge plate 456 downward toward the machine body doorway 12 for connection. (S22). Moreover, the mounted object control unit 226 stops the rotation of the bridge plate 456 at the timing when the bridge plate 456 touches the floor surface of the machine body doorway 12 and a ground contact signal is sent from the ground sensor 460 .
It should be noted that the driving of the bridge plate rotation motor 458 may be stopped with a predetermined time delay from the timing at which the grounding signal is sent. By doing so, since the portion of the second disk 457e that engages with the engaging projection 457f is the engaging elongated hole 457g, when the airplane 11 sinks due to the loading of fuel or the like, it follows the sinking. In this manner, the bridge plate 456 can be slightly tilted without moving the bridge plate rotating motor 458 .

After the bridge plate 456 is grounded on the floor surface of the machine body doorway 12, the mounted object control unit 226 drives the shutter opening/closing motor 414 to open the shutter 413 (S23). As a result, it becomes possible to travel between the baggage on-board part 41 and the inside of the airplane 11 through the PF 44 and the bridge board 456, and the in-flight meal cart is loaded and unloaded.

Note that the object recognition unit 221 continues to recognize the body doorway 12 even after the bridge plate 456 is connected to the body doorway 12, and the mounted object control unit 226 determines whether or not the lower end of the body doorway 12 overlaps the rise determination line N. to judge whether If the lower end of the fuselage entrance/exit 12 falls below the rise determination line N, the mounted object control unit 226 switches the control valve 215 while the hydraulic pump 213 is stopped, and the hydraulic oil is supplied from the lift cylinder 302 to the hydraulic oil tank 214. is discharged. At this time, by stopping the discharge of hydraulic oil at the timing when the lower end of the machine body doorway 12 overlaps the rise determination line N, the loading platform 4 can be lowered to the height position of the machine body doorway 12 .

With the above control, the loading platform 4 can be connected to the airplane (loading/unloading section) 11 simply, accurately, and quickly. In addition, since the connection control is performed according to the height position while recognizing the image of the entrance/exit 12 of the aircraft, the bridge plate 456 can be placed in a substantially horizontal state, which is suitable for loading and unloading of in-flight meal carts. Further, the first camera 437a and the second camera 43 used for image recognition, while the truck 1 is moving from the standby position W to the stop position De, based on the distance image generated by the distance image generation unit 222, Preferably, detection of objects that may come into contact with 1 is performed. For example, the possibility of contact can be determined based on the perceived size of the object and the distance to the object. When it is determined that such an object exists, a warning sound is emitted from the speaker 201a, or a warning display surrounding the object is displayed on the display unit 201b.

In the present embodiment, a camera rotation motor 438, a shutter opening/closing motor 414, a bridge plate rotation motor 458, or a slide motor 433 are provided as electric actuators. In addition, as hydraulic actuators, a first slide cylinder 412 slides the load-mounted portion 41 in the longitudinal direction of the chassis; The configuration includes a turning motor 444, a second turning motor 452 that turns the second PF 451 left and right, and an elevating cylinder 302 that moves the loading platform 4 up and down. However, these are not limited to the electric type or the hydraulic type, and can be changed as appropriate.

Also, the number and movements of the constituent members of the platform (PF) 44 can be changed as appropriate. For example, two platforms, a proximal end PF and a distal end PF, may be provided, or the distal end PF may be configured to move only back and forth without turning.

In this embodiment, the first camera 437a and the second camera 437b are provided on the PF 44 of the connection exchange section 42, and the third camera 439 is provided on the base section 43 of the connection exchange section 42. It is not limited to this. For example, cameras may be provided in both the connection exchange section and the on-board baggage section, or only the on-board baggage section may be provided with a camera.
In addition, the expansion and contraction of the first slide cylinder 412 causes the load-carrying part 41 to move relative to the chassis 2 in the front-rear direction, and the connection switching part 42 moves relative to the chassis 2 in the left-right direction by the slide mechanism 432 . However, the present invention is not limited to this, and a configuration in which only one of the load-mounted portion and the connection exchange portion is relatively moved with respect to the chassis may be employed.

Also, in terms of control, in this embodiment, work on the truck 1 consists of four work states, first to fourth work states. The output data of the camera 437a and the second camera 437b are used to display stop guide information such as target left and right lines I and I on the display unit 201b. Further, in the fourth work state, the mounted object control unit 226 used the output data of the third camera 439 to automatically stop the lift of the loading platform 4 at a height that allows connection to the machine body doorway 12 . The present invention is not limited to this, and the mounted object control unit may perform only the automatic stop when the loading platform is raised after the vehicle stops without displaying the stop guide display. In addition, the order of the platform raising steps (S11 to S15), the left/right adjustment steps (S16 to S19), and the front/rear adjustment steps (S20 to S23) in the fourth working state can be changed as appropriate.

In this embodiment, the first camera 437a and the second camera 437b as the object image acquisition unit are configured as stereo cameras, but the object can be captured by other equipment capable of detecting the three-dimensional object shape and the distance to the object. An image acquisition unit may be configured. For example, a 3D-LIDAR or a distance image sensor may be used as the object image acquisition unit.

In this embodiment, the truck 1 is driven to a predetermined stop position De with respect to the airplane 11 by the operator, and the chassis 2 is used to stop the truck. may

In this embodiment, the chassis 2 of the truck 1 is provided with an engine 210, a transmission 211, and a PTO 212 attached to the transmission 211. A PTO switch 231 as a power changeover switch switches the PTO 212 (driving force is changed to a traveling tire). 202 side or the hydraulic pump 213 side). The present invention is not limited to this, but can also be applied to a work vehicle that runs by a running electric motor instead of an engine and drives a hydraulic pump by a mounted object-dedicated electric motor, and that does not have a PTO. be. In this case, the power selector switch corresponds to the main power switch for driving the mounted object.

Although the high-lift truck 1 in this embodiment transports an in-flight meal cart, the present invention is not limited to this, and the high-lift truck transports in-flight goods such as magazines and headphones. It can also be applied to high lift trucks for boarding aircraft.
Further, in the present embodiment, a high-lift truck for aviation has been described as an example of a work vehicle to which the present invention is applied, but the present invention is not limited to this and can be applied to various work vehicles.

For example, there are many types of work vehicles in airports, including not only high-lift trucks that carry in-flight meal carts, but also refueling vehicles, lavatory vehicles, trash vehicles, de-icing vehicles, and the like. The present invention can be applied to such work vehicles in airports that need to be accurately aligned with an airplane.
Specifically, for example, in a refueling vehicle such as that disclosed in Japanese Patent Laid-Open No. 2003-154886, a lift mechanism is provided at the rear portion of the vehicle, and this lift mechanism raises and lowers a lifter, which is a workbench. . Also, the lifter is provided with a nozzle at the tip of the refueling hose. Such refueling vehicles are parked after aligning the lifter so that it is below the refueling port on the underside of the wing of the aircraft. Then, the operator manually raises the lifter, manually aligns the tip nozzle of the refueling hose with the refueling port, and then connects the refueling hose to refuel the aircraft with the fuel stored in the vehicle tank. For example, the on-vehicle tank of such a refueling vehicle is considered to be the baggage on-board section of the present invention, and the lift mechanism is considered to be the connection exchange section of the present invention. Then, when you want to automatically raise the lifter and automatically align the tip nozzle of the refueling hose with the refueling port, the refueling port is photographed by a camera as an object image acquisition unit, and based on the output data, the control unit The invention can be applied by controlling the elevation of the lift mechanism.

In addition, for example, a lavatory vehicle as disclosed in Japanese Patent Application Laid-Open No. 2012-1104 is equipped with a tank for loading toilet sewage from an airplane, and at the rear of the vehicle is equipped with a workbench and a lifting device for raising and lowering the workbench. . Such lavatory vehicles are parked after aligning the platform so that it is below the sewage outlet of the aircraft. Then, an operator gets on the workbench and manually raises the workbench and connects the tip of the hose to the sewage outlet of the airplane. The vehicle-mounted tank of the lavatory vehicle is considered as the cargo vehicle-mounted section of the present invention, and the lifting device is considered as the connection exchange section of the present invention. Then, when you want to automatically raise the work table and automatically align the tip of the hose with the sewage discharge port, the sewage discharge port is photographed by a camera as an object image acquisition unit, and based on the output data, the control unit The present invention can be applied by controlling the lifting of the lifting device.

The present invention can be applied not only to work vehicles in airports such as the above-mentioned refueling trucks and lavatories, but also to various work vehicles for transporting waste, parcels, mail, and the like.
For example, in a garbage truck as shown in Japanese Patent Application Laid-Open No. 61-124402, there is a garbage container for containing waste, a movable arm provided on the side of the vehicle, and a garbage container attached to the tip of the movable arm. and a gripping device. The garbage truck is positioned fore and aft by the operator so that when the truck is parked, the gripper is in the vicinity of where the garbage container is placed. After stopping the vehicle, the operator manually operates the movable arm to move the gripping device to the side of the vehicle, aligning it with the garbage container, and causing the gripping device to grip the garbage container. Further, the operator operates the movable arm to throw the waste in the garbage container into the garbage container. In the case of such a garbage truck, the garbage storage box is considered as the cargo loading/unloading section of the present invention, the movable arm is considered as the connection exchange section of the present invention, and the garbage container is considered as the cargo loading/unloading section. The present invention can be applied by photographing the garbage container with a camera as an object image acquisition section and controlling the movement of the movable arm with the control section based on the output data.

In addition, for example, a mobile body for home delivery as disclosed in Japanese Patent Laid-Open No. 2018-177439 can store parcels in an internal space area and move by automatic operation. In addition, the moving body includes an extension rail portion such as a belt conveyor installed in the delivery box portion, and a storage mechanism for storing in an internal space area the baggage that has been moved to the moving body side via the extension rail portion. there is This moving body moves to the front of the home delivery box at the delivery destination and stops. After the vehicle stops, the extended rail portion is aligned with the opening/closing door of a specific locker portion among a plurality of locker portions provided in the home delivery box. In the case of such a moving body, the internal space area is considered as the loading/unloading section of the present invention, the extension rail section is considered as the connecting exchange section of the present invention, and the locker section is considered as the loading/unloading section of the present invention. The present invention can be applied by photographing the opening/closing door of the locker section with a camera as an object image acquisition section and controlling the movement of the extension rail section with the control section based on the output data.

-Other embodiments-
The embodiments disclosed this time are illustrative in all respects and are not grounds for restrictive interpretation. The technical scope of the present invention is not to be interpreted only by the above-described embodiments, but is defined based on the claims. In addition, the technical scope of the present invention includes all modifications within the meaning and range of equivalence to the claims.

1 truck (work vehicle)
2 Chassis 3 Elevating Mechanism 4 Loading Platform 11 Airplane (loading/unloading section)
12 Aircraft entrance/exit (entrance/exit for loading/unloading cargo)
15 Control Tower (Management Center)
41 Luggage onboard part 42 Connection exchange part 43 Base part 44 Platform (PF)
201a display unit 213 hydraulic pump 214 hydraulic oil tank 215 hydraulic control valve 220 control unit 221 object recognition unit 222 distance image generation unit 223 object detection unit 224 judgment processing unit 225 storage unit 226 mounted object control unit 228 communication unit 229 position information acquisition Part 231 PTO switch (power changeover switch)
412 first slide cylinder (drive actuator)
432 slide mechanism 443 second slide cylinder (driving actuator)
437a first camera (object image acquisition unit)
437b second camera (object image acquisition unit)
439 third camera (object image acquisition unit)
444 1st turning motor (drive actuator)
452 second turning motor (drive actuator)
456 Bridge plate 458 Bridge plate rotation motor De Stop position H Recognition mark P Recognition mark I Target left and right lines (stop guide information)
J Target front/rear line (stop guide information)
K Vehicle position line (stop guide information)
M1 distant discriminator (discriminator)
M2 approach discriminator (first discriminator)
M3 horizontal discriminator (second discriminator)
N rise judgment line

Claims (1)

a baggage vehicle section provided on the chassis;
a connection exchange unit provided in the cargo vehicle-mounted unit and connected between the cargo vehicle-mounted unit and a cargo loading/unloading unit of a cargo transportation destination or a cargo transportation source to be used for exchanging cargo;
an object image acquisition unit provided in the cargo vehicle-mounted unit and/or the connection exchange unit, and acquiring data of a surrounding object image;
a control unit that controls a drive actuator based on the acquisition result of the object image acquiring unit to relatively move the cargo vehicle-mounted unit and/or the connection exchange unit with respect to the chassis;
A work vehicle comprising:

Images