JP2023084222A - Arrangement detection device of wheel stop apparatus - Google Patents

Abstract

To provide an arrangement detection device of a wheel stop apparatus which can detect whether or not the wheel stop apparatus is correctly arranged with respect to wheels.SOLUTION: An arrangement detection device of a wheel stop apparatus comprises: a camera 100 which is provided in a vehicle and acquires an image of the periphery of wheels; and an arrangement determination device 63 which determines whether or not a wheel stop is correctly arranged on the basis of the image acquired by the camera 100. The arrangement determination device 63 comprises: a region setting unit 64 which sets an allowable region showing an allowable range of arrangement of the wheel stop apparatus in an image region acquired by the camera 100; an image identification unit 65 which identifies the image showing the wheel stop apparatus in the image acquired by the camera 100; and a wheel stop arrangement determination unit 66 which determines whether or not the wheel stop is correctly arranged on a road surface so as to be opposed to the wheels on the basis of a positional relation between the allowable region and the image showing the wheel stop apparatus identified by the image identification unit 65.SELECTED DRAWING: Figure 2

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an arrangement detection device for a wheel chock device that detects the arrangement of a wheel chock device that prevents a vehicle such as an aerial work vehicle from running away.

In vehicles such as aerial work vehicles, when the vehicle is parked and work is performed, in addition to braking the wheels with a parking brake (side brake), a wedge-shaped wheel chock device is provided between the wheels and the parking surface. By arranging the In addition, for example, in Patent Document 1, a wheel chock (bollard) is stored in a storage portion provided in a side bumper of a truck, and when the truck is stopped and the side brake is applied or the seat belt is removed, If a wheel chock is stored in the storage section described above, a wheel chock unused warning device that calls attention not to forget to place the chock device on the wheels of the truck by activating an alarm buzzer and an alarm lamp. is described.

JP-A-2003-312455

However, the above-mentioned wheel chock non-use warning device only prompts the operator to place the chock device, and even if the chock device is arranged, the chock device is placed in an appropriate position with respect to the wheel. Since it is not possible to judge whether or not the worker is placed in a safe place, there is a problem that it is difficult to say that the safety of the work is sufficiently ensured.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a wheel chock device arrangement detection device capable of detecting whether or not a wheel chock device is correctly arranged with respect to a wheel. aim.

In order to solve the above-mentioned problems, a wheel chock device arrangement detection device according to the present invention is arranged on a road surface facing the wheels of a stopped vehicle to prevent the vehicle from running away. An arrangement detection device for a wheel chock device that detects whether it is correctly arranged on the road surface facing each other, and is an imaging device that is provided in the vehicle and acquires an image around the wheel (for example, in the embodiment Camera 100) and based on the image acquired by the imaging device, placement determination for determining whether or not the wheel chock device (for example, the chock 70 in the embodiment) is correctly arranged facing the wheel device (for example, the placement determination unit 63 in the embodiment), and the placement determination device defines an allowable area (for example, an implementation A region setting unit (for example, the region setting unit 64 in the embodiment) that sets the allowable region PR in the form), and an image identification unit that identifies the image showing the wheel stopper device in the image acquired by the imaging device (for example, The image identification unit 65 in the embodiment) and the wheel stopper device facing the wheel on the road surface based on the positional relationship between the image showing the wheel stopper device identified by the image identification unit and the allowable area. It is characterized by comprising a wheel stopper arrangement determination unit (for example, the wheel stopper arrangement determination unit 66 in the embodiment) that determines whether or not the wheel stopper is correctly arranged.

In the wheel chock device arrangement detection device configured as described above, the allowable area is provided in the wheel chock device, and when the wheel chock device is correctly arranged on the road surface facing the wheel, the vehicle body side surface of the vehicle is detected. Indicate the allowable range in which an outwardly extending identification portion (e.g., the handle 90 in the embodiment) is located, and the image identification portion may be used to identify the identification in the image acquired by the imaging device as an image showing the wheel chock device. It is preferably arranged to identify the image of the part.

In the above arrangement detection device for a chock device, the chock arrangement determination unit determines whether part or all of the image showing the chock device identified by the image identification unit is located outside the allowable area. or when the image identification unit cannot identify the image of the wheel stopper device, it is determined that the wheel stopper device is not correctly arranged on the road surface facing the wheel. preferably.

Further, in the arrangement detecting device for the wheel chock device having the above configuration, an alarm is activated when it is judged by the wheel chock arrangement determination unit that the chock device is not correctly arranged on the road surface facing the wheel. It is preferable to include an alarm device (for example, the operation control unit 61 and the alarm device 103 in the embodiment).

Further, in the arrangement detection device for the wheel stopper device having the above configuration, the tilt angle detection device (for example, the vehicle body tilt detector 101 in the embodiment) for detecting the tilt angle in the longitudinal direction of the vehicle is provided, and the region setting unit includes: obtained by the imaging device while the vehicle body is supported based on the difference between the tilt angle when the vehicle is stopped and the tilt angle when the vehicle body is supported by a jack device provided in the vehicle It is preferably arranged to correct the tolerance area to indicate tolerance within the image area.

Further, in the wheel stopper device arrangement detection device having the above configuration, a vehicle height detection device (for example, the vehicle height detector 102 in the embodiment) for detecting a height from the ground to a predetermined position of the vehicle is provided, and the region setting is performed. The part is the difference between the height detected by the vehicle height detection device when the vehicle is stopped and the height detected by the vehicle height detection device when the vehicle body is supported by a jack device provided on the vehicle. Based on this, it is preferable that the allowable area is corrected so as to indicate an allowable range within the image area acquired by the imaging device while the vehicle body is supported.

Further, in the arrangement detection device for the wheel stopper device having the above configuration, the imaging device is provided in the vehicle, and is configured to generate an all-around image showing the vehicle body and all the surroundings of the vehicle body in a plan view by image processing. It is preferable that the camera be configured as an all-around image generating camera (for example, the left side camera 111L and the right side camera 111R in the embodiment) that acquires an all-around image of the vehicle.

According to the arrangement detection device for the wheel stopper device according to the present invention, the arrangement determination device that determines whether or not the wheel stopper device is correctly arranged facing the wheel based on the image acquired by the imaging device, An area setting unit that sets an allowable area indicating an allowable range of arrangement of the chock device within the image area acquired by the imaging device, and an image identification unit that identifies an image showing the chock device in the image acquired by the imaging device. and wheel chock arrangement for determining whether or not the chock device is correctly arranged on the road surface facing the wheel based on the positional relationship between the image showing the chock device identified by the image identifying unit and the allowable area. determination unit, it is possible to detect whether or not the wheel chock device is correctly arranged with respect to the wheel.

Further, in the above-configured wheel chock arrangement detection device, the wheel chock arrangement judging unit determines that part or all of the image showing the chock device identified by the image identification unit is located outside the arrangement allowable area. or when the image identification unit cannot identify the image showing the wheel chock device, it is determined that the wheel chock device is not correctly arranged on the road surface facing the wheel. preferable. By configuring in this way, it is possible to detect whether or not the wheel chock device is arranged at a position that can prevent the vehicle from running away by appropriately setting the allowable region.

Further, in the arrangement detection device for the wheel chock device having the above configuration, there is provided an alarm device for activating an alarm when it is judged by the wheel chock arrangement judging section that the chock device is not correctly arranged on the road surface facing the wheel. It is preferably configured with. With this configuration, when it is detected that the wheel chock device is not correctly arranged on the road surface facing the wheel, the worker or the like is notified that the chock device is not correctly arranged. Be warned.

Further, the position detection device for the wheel stopper device having the above-described configuration includes a tilt angle detection device for detecting a tilt angle in the longitudinal direction of the vehicle, and the area setting unit detects the tilt angle when the vehicle is stopped and the jack provided on the vehicle. Based on the difference from the inclination angle when the vehicle body is supported by the device, the arrangement allowable area is corrected so as to indicate the allowable range within the image area acquired by the imaging device while the vehicle body is supported. It is preferably configured as follows. With this configuration, when the vehicle stopped on the slope is supported by the jack device and the vehicle is lowered onto the road surface by contracting the jack device, it is possible to check whether the wheel chock device is properly arranged on the road surface. It is possible to detect whether or not

Further, the wheel chock device arrangement detection device configured as described above includes a vehicle height detection device for detecting the height of the vehicle up to a predetermined position, and the region setting unit detects the height detected by the vehicle height detection device when the vehicle is stopped. and the height detected by the vehicle height detection device when the vehicle body is supported by a jack device provided on the vehicle, the image area acquired by the imaging device with the vehicle body supported. It is preferably configured to correct the tolerance area to indicate the tolerance range. With this configuration, it is detected whether or not the wheel chock device is correctly arranged on the road surface when the vehicle is lowered onto the road surface by contracting the jack device while the vehicle is supported by the jack device. be able to.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of an aerial work platform equipped with a position detection device for a wheel stopper device according to the present embodiment; 1 is a functional block diagram including an arrangement detection device for a wheel stopper device according to the present embodiment; FIG. FIG. 2 is a perspective view of a state in which the wheel stopper devices to be detected by the wheel stopper device arrangement detection device according to the present embodiment are installed in front of and behind the tire wheel; It is a side view of the said wheel stopper device. FIG. 4 is a perspective view of a state in which the handle of the wheel stopper device is in a first reference position; FIG. 4 is a perspective view of a state in which the handle of the wheel stopper device is in a second reference position; FIG. 4 is a plan view showing a state in which the handle of the wheel stopper device is in a first reference position; FIG. 3 is a perspective view of a ring stopper member of the above-mentioned ring stopper device; It is a sectional view of a lock mechanism (index plunger) of the above-mentioned wheel stop device. FIG. 5 is a rear view for explaining swinging of the handle; It is a schematic diagram which shows arrangement|positioning of the camera which comprises the arrangement|positioning detection apparatus of the said wheel stopper device. FIG. 5 is an explanatory diagram for explaining a permissible area set by an area setting unit in the arrangement detection device for the wheel stopper device; FIG. 10 is an explanatory diagram for explaining a state in which the wheel stopper is correctly arranged on the road surface facing the wheel in the arrangement detection device for the wheel stopper device; FIG. 6 is an explanatory diagram for explaining a state in which the wheel stopper is not correctly arranged on the road surface facing the wheel in the arrangement detection device for the wheel stopper device; FIG. 10 is an explanatory diagram for explaining correction of the allowable region according to the tilt angle of the vehicle body in the arrangement detection device for the wheel stopper device; FIG. 5 is an explanatory diagram for explaining correction of the allowable region according to the height of the vehicle body in the arrangement detection device for the wheel stopper device; FIG. 10 is an explanatory diagram for explaining detection of the arrangement of the wheel stopper when the steering wheel of the wheel stopper is detected as an object to be detected in the arrangement detection device for the wheel stopper. FIG. 11 is an explanatory diagram for explaining another form relating to the arrangement of the camera in the arrangement detection device for the wheel stopper device;

Preferred embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an aerial work vehicle 1 equipped with an arrangement detection device for a wheel chock device according to this embodiment. First, the overall configuration of the aerial work vehicle 1 will be described with reference to this figure.

As shown in FIG. 1, the aerial work vehicle 1 has a driving cabin 7 in the front part of the vehicle body 2, and a pair of left and right tires and wheels 5 (a front wheel 5f and a rear wheel 5r) disposed in front and rear of the vehicle body 2. It is based on a track vehicle that can run by. The vehicle body 2 includes a vehicle body frame including a chassis frame on which tires and wheels 5 (front wheels 5f and rear wheels 5r) are arranged and a sub-frame mounted on the chassis frame.

Jack devices 10 for lifting and supporting the vehicle body 2 are provided on the front, rear, right and left sides of the vehicle body 2 during high-place work. The jack device 10 includes a pair of left and right front jacks 10f arranged behind the front wheels 5f and a pair of left and right rear jacks 10r arranged behind the rear wheels 5r. Each of the jacks 10f and 10r drives a jack cylinder 11 provided therein to extend downward to lift and support the vehicle body 2, thereby stabilizing the entire vehicle. A rear end portion of the vehicle body 2 is provided with a lower operation device 27 for operating the jacks 10f and 10r, a boom 30 to be described later, and the like.

A swivel base 20 that is driven by a swivel motor 24 and configured to be horizontally swivelable about a vertical axis is provided in the vehicle body 2 behind the operating cabin 7 . A base end of a boom 30 is attached to a post 21 extending upward from the swivel base 20 via a foot pin 22 so as to be vertically swingable (raising and lowering). Tool boxes 26 for storing work tools and work equipment are provided on the left and right sides of the mounting area of the vehicle body 2 .

The boom 30 has a configuration in which a base end boom 30a, an intermediate boom 30b, and a tip boom 30c are telescopically combined in order from the swivel base 20 side. , the boom 30 can be telescopically moved in the axial direction (longitudinal direction). A hoisting cylinder 23 is provided between the base end boom 30a and the strut 21, and the entire boom 30 is hoisted and lowered in the upper and lower planes (vertical planes) by extending and contracting the hoisting cylinder 23. be able to.

A vertical post (not shown) is pivotally supported at the tip of the tip boom 30c so as to be vertically swingable. This vertical post is supported by an upper leveling cylinder (not shown) straddled between the tip of the tip boom 30c and a lower leveling cylinder 25 straddled between the base end boom 30a and the strut 21. , and swing control (leveling control) is performed so that the vertical posture is always maintained regardless of the ups and downs of the boom 30 . A workbench 40 for a worker to ride on is attached to this vertical post via a workbench bracket (not shown). A swing motor 34 (see FIG. 2) is provided inside the workbench bracket. By driving the swing motor 34, the entire workbench 40 is swung around the vertical post (horizontal rotation). movement). Here, since the vertical post always maintains its vertical posture as described above, the floor surface of the workbench 40 is always horizontally maintained regardless of the hoisting angle of the boom 30 .

The workbench 40 is provided with an upper operation device 45 having various operation means such as an operation lever, an operation switch, and an operation dial operated by a worker on the workbench 40 . Therefore, by operating the upper operation device 45, a worker on the workbench 40 can turn the swivel base 20 (rotating operation of the turning motor 24) and raise and lower the boom 30 (extend and contract operation of the raising and lowering cylinder 23). , expansion and contraction of the boom 30 (extension and contraction of the telescopic cylinder 31), swinging of the workbench 40 (rotating of the swinging motor 34), and the like.

As shown in FIG. 2, the operating mechanism of the jack device 10 (jacks 10f, 10r) and aerial work devices (swivel base 20, boom 30, workbench 40, etc.) provided on the vehicle body 2 includes an upper operation device 45 and a A controller 60 that receives an operation signal from the lower operating device 27 and controls the jack cylinder 11, the swing motor 24, the hoisting cylinder 23, the telescopic cylinder 31, the swing motor 34, etc. (hereinafter collectively referred to as "hydraulic actuator"). , a hydraulic unit 50 that supplies hydraulic oil to operate the hydraulic actuator, and a mounting section battery 59 that serves as a power source for operating the jack device 10 and aerial work equipment.

An operation signal output by operating the upper operation device 45 or the lower operation device 27 is input to the controller 60 . The operation control section 61 of the controller 60 outputs a command signal corresponding to the operation signal to the hydraulic unit 50 (control valve 53).

The hydraulic unit 50 includes a hydraulic pump 51 that discharges hydraulic oil, a pump drive motor 52 that drives the hydraulic pump 51, and a control valve that controls the direction and amount of hydraulic oil supplied from the hydraulic pump 51 to each hydraulic actuator. 53. The pump drive motor 52 is rotationally driven by electric power supplied from the mounting section battery 59 via the inverter 54 . The control valves 53 include an electromagnetic proportional control valve V1 corresponding to the jack cylinder 11, an electromagnetic proportional control valve V2 corresponding to the turning motor 24, an electromagnetic proportional control valve V3 corresponding to the hoisting cylinder 23, and an electromagnetic proportional control valve corresponding to the telescopic cylinder 31. It has a valve V4 and an electromagnetic proportional control valve V5 corresponding to the oscillating motor . The control valve 53 electromagnetically drives the spools of the electromagnetic proportional control valves V1 to V5 based on a command signal from the operation control unit 61 of the controller 60, thereby reducing the hydraulic oil supplied from the hydraulic pump 51 to each hydraulic actuator. It controls the supply direction and supply amount, and controls the operating direction and operating speed of each hydraulic actuator (controls the operating direction and operating speed of the jack device 10 and the aerial work equipment).

The aerial work platform 1 of the present embodiment is provided with a surrounding confirmation device capable of displaying an all-surrounding image (so-called surround view) showing the surroundings of the aerial work vehicle 1. The driver of the vehicle for high lift work 1 can grasp the situation around the vehicle for high lift work 1 by viewing the omnidirectional image.

1 and 2, a front camera 110, a left side camera 111L, a right side camera 111R (see FIG. 2), and a rear camera 112 are mounted in front of and behind the vehicle body 2 to obtain images of the surroundings of the aerial work vehicle 1. It is a camera arranged on the left and right, and each is equipped with a lens with a wide angle of view such as a fisheye lens or an ultra-wide-angle lens. The front camera 110 is installed below the center of a front bumper 28 provided in the front portion of the vehicle body 2 with the lens directed in the forward direction of the vehicle body 2 . The left side camera 111</b>L is installed in the upper part of the tool box 26 provided on the left side of the vehicle body 2 with the lens facing leftward of the vehicle body 2 . The right side camera 111R is mounted on the right side of the vehicle body 2 at a position where the tool box 26 on the left side of the vehicle body 2 is substantially the same height as the ground level. It is installed facing up. The rear camera 112 is installed on the right side of the lower operating device 27 provided at the rear portion of the vehicle body 2 with the lens directed in the backward direction of the vehicle body 2 .

The vertical direction (angle of elevation or angle of depression) of each lens of the front camera 110, the left side camera 111L, the right side camera 111R, and the rear camera 112 can be adjusted as appropriate. For example, when including an image of the ground and the sides of the vehicle body 2 in the omnidirectional image, each lens may be attached so as to face obliquely downward.

A wide range of images are acquired by the four cameras described above in four directions of the front, rear, left, and right sides of the aerial work platform 1, and image signals corresponding to the acquired images are output to the controller 60. be. Accordingly, in the image processing unit 62 provided in the controller 60, predetermined image processing such as image synthesis and distortion correction is performed on the image signals transmitted from each camera, and the image of the vehicle body 2 in plan view is centered. , an omnidirectional image is generated showing the surroundings. The omnidirectional image generated by the image processing unit 62 is output to a display device (such as a liquid crystal display) 113 installed inside the driving cab 7 .

In addition to the four cameras described above, a left front wheel camera 100LF, a left rear wheel camera 100LR, a right front wheel camera 100RF, and a right rear wheel camera 100RR are provided corresponding to the left and right front wheels 5f and the left and right rear wheels 5r, respectively. It is Here, the left front wheel camera 100LF, the left rear wheel camera 100LR, the right front wheel camera 100RF, and the right rear wheel camera 100RR are collectively referred to as cameras 100. FIG. Further, the controller 60 determines whether or not the wheel stopper device 70 (hereinafter referred to as the "wheel stopper 70") is correctly arranged facing the tire wheel 5 based on the images acquired by these cameras. It is provided with an arrangement determination unit 63 for detecting whether or not. In the present embodiment, the camera 100 and the placement determination unit 63 realize the position detection function of the wheel stopper device, and the position detection function of the wheel stopper device will be described in detail later.

The aerial work vehicle 1 of the present embodiment is provided with an alarm device 103 that activates an alarm when the above-described arrangement judgment unit 63 judges that the wheel chocks 70 are not properly arranged so as to face the tire wheels 5. It is Here, the "alarm activation" in this specification refers to the operation of issuing an alarm using an alarm lamp, an alarm buzzer, etc., and regulating the operation of a work device (e.g., jack device 10, boom 30, workbench 40, etc.) It means action, including action.

When the aerial work platform 1 having such a configuration is parked at a target work site and a required work is performed, the parking brake ( After operating the parking brake to brake the left and right rear wheels 5r, a wedge-shaped wheel chock 70 (see FIG. 3, etc.) is placed between the parking surface and the tread surface (tread surface) of the tire wheel 5. It is installed to prevent the vehicle from running away. Further, in this embodiment, a wheel stopper arrangement detection device for detecting whether or not the wheel stopper 70 is correctly arranged with respect to the tire wheel 5 is provided.

Next, the structure of the wheel stopper 70 to be detected by the position detector of the wheel stopper device according to the present embodiment will be described with reference to FIGS. 3 to 10. FIG. Hereinafter, for convenience of explanation, the length direction (insertion direction) of the wheel stopper 70 is defined as the “front-rear direction”, the width direction of the wheel stopper 70 is defined as the “left-right direction”, and the height direction of the wheel stopper 70 is defined as the “vertical direction”. However, it does not specify the arrangement direction of the wheel stopper 70 .

The wheel stopper 70 includes a wheel stopper member 71 inserted between the tread surface 5t of the tire wheel 5 and the parking road surface G (see FIG. 4), and a movable handle 90 provided on the wheel stopper member 71. Mainly composed.

The wheel stopper member 71 is formed in a wedge shape using a synthetic resin material (plastic material), for example. The wheel stopper member 71 includes a ground contact portion 72 that forms a bottom portion that is grounded on the parking road surface, a wheel contact portion 73 that contacts the tire wheel 5, a top portion 74 that forms the top, a ground contact portion 72 and a top portion 74. and a pair of side surface portions 76 . In the following, as shown in FIG. 4, the direction of the wheel stopper 70 (wheel stopper member 71) in the front-rear direction is the side inserted between the tread surface 5t of the tire wheel 5 and the parking road surface G (left side in the figure). is called the "distal side" and the opposite side (right side in the figure) is called the "proximal side".

The contact portion 72 is formed with a non-slip portion 72a that prevents slipping on the ground by continuously forming peaks and valleys along the front-rear direction. The wheel contact portion 73 is formed as a curved surface that rises from the distal end side to the proximal end side and becomes concave toward the obliquely upward direction, and is configured to be able to contact the tread surface 5t of the tire wheel 5. there is A part or the whole of the wheel contact portion 73 may be formed by an inclined surface. A handle 77 having a T-shaped cross section is protrusively formed at a position near the bottom of the back surface portion 75 so that an operator can hold it when carrying the wheel stopper 70 . Further, a vertical plate-like bracket portion 80 for supporting the handle 90 is protruded from the upper portion of the rear portion 75 .

As shown in FIG. 8, the bracket portion 80 includes a boss portion 81 formed in a hollow cylindrical shape and a pair of stopper portions (a first stopper portion 82, a second A stopper portion 83) and a pair of positioning holes (a first positioning hole 84 and a second positioning hole 85) formed on the left and right sides of the boss portion 81 are provided.

The boss portion 81 is formed in a cylindrical shape extending in the front-rear direction, and an insertion hole 81a is formed through the center of the boss portion 81 . A bolt shaft portion 86a of a bolt 86 serving as a swing shaft of the handle 90 is inserted through the insertion hole 81a. A nut (locking nut) 87 is screwed to the tip end side of the bolt shaft portion 86a to prevent the bolt shaft portion 86a from coming off from the insertion hole 81a. The stopper portions 82 and 83 are formed in the shape of prisms extending in the front-rear direction, and the top surfaces of the stopper portions 82 and 83 are formed with seating surfaces for contacting the handle 90 . The positioning holes 84 and 85 are through holes penetrating the front and back of the bracket portion 80, and are configured so that a lock pin 93b, which will be described later, can be engaged (inserted).

The handle 90 comprises an L-shaped handle arm 91 pivotally connected to the bracket portion 80 via the bolt shaft portion 86a, and a grip 98 fixed to the handle arm 91. As shown in FIG.

The handle arm 91 is integrally formed using a synthetic resin material. The handle arm 91 has an arm base portion 92 that extends in the left-right direction and a guide portion 95 that bends substantially vertically from the end of the arm base portion 92 and extends in the front-rear direction. It is A connecting hole 92a (see FIG. 9) is formed through the arm base portion 92 in the front-rear direction, and the bolt shaft portion 86a is inserted through the connecting hole 92a. The entire handle 90 is pivotally connected to the bracket portion 80 so that the bolt shaft portion 86a inserted through the connecting hole 92a of the arm base portion 92 is used as a swing axis. A screw hole 92b (see FIG. 9) is formed through the arm base portion 92 in the front-rear direction, and an index plunger 93 for fixing the position of the handle 90 is attached to the screw hole 92b. screwed on.

The index plunger 93 is a known mechanical element, and includes a body 93a screwed to the arm base portion 92 and a lock pin 93b slidably provided in the body 93a and engageable with the positioning holes 84 and 85. and a knob 93c provided at the proximal end of the lock pin 93b for operating the lock pin 93b. The lock pin 93b is protruded from the body 93a by a spring (not shown) built in the body 93a (
It is always urged in the direction of engagement with the positioning holes 84 and 85). The lock pin 93b can be moved to a retracted position where the tip of the lock pin 93b is retracted into the body 93a by pulling the knob 93c against the biasing force of the spring, and by releasing the knob 93c and returning it. The lock pin 93b is configured to move back and forth between a lock position where the tip of the lock pin 93b is protruded from the inside of the body 93a by the biasing force of the spring. Thereby, the lock pin 93b cooperates with the stopper portions 82, 83 and the positioning holes 84, 85 provided in the bracket 80 to position the handle 90 and restrict the range in which the handle 90 can swing.

The guide portion 95 is formed in a flat plate shape extending in a direction (front-rear direction) parallel to the insertion direction of the wheel stopper member 71 . The inner side surface 95a of the guide portion 95 is formed so as to be able to come into contact with the outer side surface 5a of the tire wheel 5 (the outer side surface of the left and right side surfaces) 5a. It functions as a positioning portion in the width direction of the time (details will be described later). Further, a detection object 96 that is detected by a camera 100 (see FIGS. 2 and 11), which will be described later, is attached to the tip side of the guide portion 95 . The object to be detected 96 may have, for example, a light reflecting member or a marker such as a two-dimensional bar code.

The grip 98 is a portion that is gripped by an operator when swinging the handle 90 or when transporting, installing, or removing the wheel stopper 70 . One end of the grip 98 is fixed to the arm base portion 92 and the other end of the grip 98 is fixed to the guide portion 95 . A gap 99 (see FIG. 7) is formed between the grip 98 and the handle arm 91 through which a finger can be inserted when gripping the grip 98 .

With the handle 90 having such a structure, the arm base portion 92 abuts on the upper surface of the first stopper portion 82 with the bolt shaft portion 86 a provided on the bracket portion 80 as a swing axis, so that the guide portion 95 moves across the width of the wheel stopper member 71 . A first reference position (see FIG. 5) disposed on one side of the direction, and the arm base portion 92 abuts on the upper surface of the second stopper portion 83 so that the guide portion 95 is positioned in the width direction of the wheel stopper member 71. It is configured to be swingable between a second reference position (see FIG. 6) disposed on the other side of the . When the handle 90 swings to the first reference position, the lock pin 93b of the index plunger 93 and the first positioning hole 84 are aligned, and the knob 93c is operated to engage the lock pin 93b with the first positioning hole 84. Thus, the handle 90 is fixed at the first reference position. When the handle 90 swings to the second reference position, the lock pin 93b of the index plunger 93 is aligned with the second positioning hole 85, and the knob 93c is operated to engage the lock pin 93b with the second positioning hole 85. Thus, the handle 90 is fixed at the second reference position. By swinging the handle 90 to the first reference position or the second reference position and fixing it by the index plunger 93, the handle 90 can be selectively arranged at the first reference position or the second reference position. can.

Here, in this embodiment, when the handle 90 is at the first reference position or the second reference position, the inner side surface 95a of the guide portion 95 is parallel to the side surface portion 76 of the wheel stopper member 71 (opposed to each other in the left-right direction). ), and the distance in plan view from the center position of the wheel stopper member 71 in the width direction to the inner surface 95a of the guide portion 95 is approximately equal to 1/2 of the width of the tire wheel 5 (tire width). (See FIG. 7). As a result, when the inner side surface 95a of the guide portion 95 is brought into contact with the outer side surface 5a of the tire/wheel 5 while the handle 90 is swung to the first reference position or the second reference position (the inner side surface of the guide portion 95 95a coincides with the position of the outer surface 5a of the tire/wheel 5), the center of the wheel stopper member 71 in the width direction coincides with the center of the tire wheel 5 in the width direction (the wheel stopper member 71 is positioned at the center in the width direction of the tire wheel 5). At this time, the handlebars 90 extend outside the side surfaces of the vehicle body 2 .

Next, a procedure for arranging the wheel stopper 70 of this embodiment will be described. First, the handle 90 of the wheel chock 70 is swung, and the handle 90 is set to a swing position (first reference position or second reference position) according to the arrangement position (orientation of the outer surface 5a) of the target tire wheel 5. fixed to Specifically, the handle 90 is moved so that the guide portion 95 of the handle 90 comes to the outer side surface 5a of the tire wheel 5 (the left side surface for the left tire wheel 5 and the right side surface for the right tire wheel 5). is selectively swung to the first reference position or the second reference position. After swinging the handle 90 to the first reference position or the second reference position, the knob 93c of the index plunger 93 is operated to engage the lock pin 93b with the corresponding positioning hole 84, 85. , the handle 90 is fixed in its pivoted position. By selectively switching the swing position (first reference position, second reference position) of the handle 90 in accordance with the orientation of the outer surface 5a of the target tire wheel 5 in this way, the installation work of the wheel chock 70 can be performed on the vehicle body. It becomes possible to carry out from the outside of the tire wheel 5 (positions on the left and right sides of the vehicle body 2) in an easy posture without getting under the vehicle body 2.例文帳に追加

Subsequently, the wheel stopper 70 is placed in the vicinity of the target tire wheel 5 (parking road surface), and the tip of the wheel stopper member 71 is oriented toward the tread surface 5t of the tire wheel 5 . Next, the grip 98 of the wheel stopper 70 is gripped, and the inner side surface 95a of the guide portion 95 is brought into contact with the outer side surface 5a of the tire wheel 5 . Then, the wheel stopper member 71 is inserted between the tread 5t of the tire/wheel 5 and the parking road surface while the guide portion 95 is brought into contact (sliding contact) with the outer surface 5a of the tire/wheel 5 as it is. As a result, the wheel stopper 70 as a whole is guided along the outer surface 5a of the tire wheel 5 (contact surface between the guide portion 95 and the tire wheel 5), and the center position of the wheel stopper member 71 in the width direction and the tire wheel 5 are aligned. In a state where the center position in the width direction of 5t. With the guide portion 95 of the handle 90 in contact with the outer surface 5a of the tire wheel 5 in this way, the wheel contact portion 73 of the wheel stopper member 71 contacts the tread surface 5t of the tire wheel 5, thereby 70 is installed at an appropriate position with respect to the tire wheel 5 (the center of the tire wheel 5 in the width direction). At this time, the handlebars 90 extend outside the side surfaces of the vehicle body 2 .

Next, a description will be given of the arrangement detection device for the wheel chock device provided in the aerial work vehicle 1 of the present embodiment. As shown in FIG. 2 and the like, the wheel chock device arrangement detection device of the present embodiment includes a camera 100 that acquires an image around the tire wheel 5 and a vehicle body tilt detector that detects the tilt angle of the vehicle body 2 in the front-rear direction. 101 , a vehicle height detector 102 for detecting the height from the parking road surface to a predetermined position of the vehicle body, and an arrangement determination section 63 of the controller 60 provided on the vehicle body 2 .

The cameras 100 (left front wheel camera 100LF, left rear wheel camera 100LR, right front wheel camera 100RF, and right rear wheel camera 100RR) are mounted on the lower part of the vehicle body 2, as shown in FIG. It is provided corresponding to each, and is installed in the direction which looks down on the corresponding tire wheel 5 from upper direction. Each camera acquires an image of the surroundings including the corresponding tire wheel 5 and the front and rear of the tire wheel 5 and outputs the image signal to the controller 60 . Here, the camera provided corresponding to the left front wheel 5f is referred to as a left front wheel camera 100LF, and the camera provided corresponding to the left rear wheel 5r is referred to as a left rear wheel camera 100LR. A camera provided corresponding to the right front wheel 5f is called a right front wheel camera 100RF, and a camera provided corresponding to the right rear wheel 5r is called a right rear wheel camera 100RR.

When an image signal is output from each camera 100 to the controller 60, the position determination unit 63 correctly positions the wheel chock 70 facing each tire wheel 5 based on the image acquired by each camera 100. It is determined whether there is The placement determination unit 63 has an area setting unit 64 , an image identification unit 65 and a wheel stopper placement determination unit 66 .

The area setting unit 64 determines the permissible range of arrangement in which the wheel stopper 70 is properly installed (here, the wheel stopper member 71 is appropriately arranged between the parking road surface and the tread surface of the tire wheel 5). A tolerance area is set within the image area acquired by the camera 100 . For example, as shown in FIG. 12(A), an image acquired by a camera 100 provided directly above the tire/wheel 5 in the lower part of the vehicle body 2 is imaged by the tire/wheel 5 as an image area P shown in FIG. 12(B). image (tire image) TY and its surroundings, an allowable area PR indicated by a broken line is set in the image area P. FIG. Here, in FIG. 12A, the dashed line AOV indicates the angle of view of the camera 100. As shown in FIG.

The permissible region PR is, for example, a region that is determined in advance by trialing the arrangement of the wheel stopper member 71 with respect to the tire wheel 5, and the image of the wheel stopper member 71 within the image region P is within the permissible region PR. First, it is assumed that the wheel chock 70 is properly positioned between the parking surface G (see FIG. 12(A)) and the tread of the tire wheel 5 . Note that the area setting unit 64 sets an allowable area within each image area acquired by each of the left front wheel camera 100LF, right front wheel camera 100RF, left rear wheel camera 100LR, and right rear wheel camera 100RR.

The image identification unit 65 identifies images showing the wheel stopper member 71 in the images acquired by the camera 100 . For example, when the wheel stopper member 71 is arranged with respect to the tire wheel 5 as shown in FIG. Image) Identify the image of the CB. 13 and FIGS. 14 to 16, which will be referred to later, only the wheel stopper member 71 of the wheel stopper 70 is schematically illustrated, and the illustration of the handle 90 is omitted. Moreover, since a well-known technique can be applied to the method of identifying the wheel stopper image CB, detailed description thereof will be omitted. The image identification unit 65 identifies the wheel stopper image in each image area acquired by each of the left front wheel camera 100LF, right front wheel camera 100RF, left rear wheel camera 100LR, and right rear wheel camera 100RR.

The wheel chock placement determination unit 66 determines whether the wheel chock 70 is correctly arranged on the parking road surface facing the tire wheel 5 based on the positional relationship between the chock image CB identified by the image identification unit 65 and the permissible region PR. determine whether there is Specifically, when part or all of the image of the wheel stopper 71 identified by the image identification unit 65 is located outside the allowable region, or when the image identification unit 65 identifies the image of the wheel stopper 70 If not, it is determined that the wheel chock 70 is not correctly arranged on the road surface facing the tire wheel 5. - 特許庁

For example, in the image area P shown in FIG. It is determined that they are correctly arranged on the parking road surface G (see FIG. 13A) facing each other. On the other hand, for example, in the image area P acquired by the camera 100 in FIG. The wheel chock arrangement determination unit 66 determines that the chock 70 is not correctly arranged on the parking road surface G (see FIG. 14A) facing the tire wheel 5 . Also, when the image identification unit 65 cannot identify the image of the wheel stopper member 71, that is, when the wheel stopper image CB does not exist in the image area P, the wheel stopper arrangement determination unit 66 determines that the wheel stopper 70 is positioned on the tire wheel. 5 is determined to be incorrectly arranged on the parking road surface.

The wheel chock arrangement determination unit 66 determines the permissible region and the chock image in each image region acquired by each of the left front wheel camera 100LF, right front wheel camera 100RF, left rear wheel camera 100LR, and right rear wheel camera 100RR. Based on the positional relationship of (1), it is determined whether or not the respective wheel chocks 70 are correctly arranged on the parking road surface so as to face the respective tire wheels 5 .

In this manner, the placement determination unit 63 determines whether or not the wheel stopper 70 is correctly placed on the road surface facing the tire wheel 5 based on the image of the wheel stopper member 71. It can also be applied to detection of general chock placement without the handle 90 shown in FIG.

Returning to FIG. 2, the vehicle body tilt detector 101 detects the tilt angle of the vehicle body 2 (the tilt angle of the vehicle body 2 in the longitudinal direction) and sends a voltage signal (detection signal) corresponding to the detected tilt angle to the controller 60. Output. The inclination angle of the vehicle body 2 is, for example, a positive angle (positive angle) when the vehicle body 2 is raised forward (head-up), and a positive angle when the vehicle body 2 is lowered forward (head-down). It becomes a negative angle (minus angle).

When the vehicle body tilt detector 101 outputs a detection signal to the controller 60 when the aerial work vehicle 1 is parked, the area setting unit 64 of the controller 60 sets the tilt angle of the vehicle body 2 indicated by the detection signal. stored in the storage device of After that, the vehicle body 2 is lifted and supported (jacked up) by the jack device 10 so that it assumes a working posture (for example, a horizontal posture). The region setting unit 64 sets a pre-stored permissible region PR based on the tilt angle of the vehicle body 2 in the working posture and the tilt angle of the vehicle body 2 during parking stored in the storage device. The image area acquired by the camera 100 in the posture is corrected so as to be an allowable area indicating the allowable range of arrangement of the wheel stopper 70 .

For example, as shown by the dashed line in FIG. 15A, the inclination angle of the vehicle body 2 when parked on the parking surface G is _θ1 , and the allowable angle in the image region _P1 acquired by the left front wheel camera 100LF at this time is Assume that the region PR is positioned as shown in FIG. 15B-1, for example. Here, when working with the aerial work vehicle 1 on a slope, it is recommended that the aerial work vehicle 1 is parked in a front-downward direction and jacked up from the front wheel side in order to prevent it from running away. 15(B-1), the permissible region PR is set in front of the tire wheel 5 (more specifically, the left front wheel 5f).

On the other hand, as shown by the solid line in _FIG . , based on the difference between the tilt angles θ ₁ and θ ₂ , as shown in _FIG . The permissible region PR is corrected so as to become PR'. The allowable region PR′ after this correction becomes smaller than the allowable region PR by the amount that the left front wheel camera 100LF is separated from the parking road surface G (see FIG. 15A) as the vehicle body 2 is jacked up. Due to the influence of changes in the angle of view of the front wheel camera 100LF and the orientation of the left front wheel camera 100LF with respect to the parking road surface G, the length of the allowable area in the longitudinal direction is compressed rearward (rightward in FIG. 15(B-2)). there is

As described above, when the vehicle body 2 is jacked up by the jack device 10 after the aerial work vehicle 1 is parked on a slope, the allowable range is the tilt angle and the working posture of the vehicle body 2 during parking. The allowable region is corrected based on the tilt angle of the vehicle body 2 at . As a result, when the vehicle body 2 is again jacked down from the working posture to the road surface, it is possible to determine whether or not the wheel chocks are correctly arranged on the road surface so as to face the wheels.

Returning to FIG. 2, the vehicle height detector 102 detects the height from the ground to a predetermined position of the vehicle 2, and outputs a voltage signal (detection signal) corresponding to the detected height of the vehicle body 2 to the controller 60. do. Here, in this embodiment, the “predetermined position of the vehicle 2 ” is the bottom surface of the vehicle body 2 .

When the vehicle height detector 102 outputs a detection signal to the controller 60 when the aerial work vehicle 1 is parked, the area setting unit 64 of the controller 60 determines the height of the vehicle body 2 indicated by the detection signal. stored in the storage device of After that, the vehicle body 2 is jacked up by the jack device 10 so that it assumes a working posture (for example, a horizontal posture). Based on the height of the vehicle body 2 in the posture and the height of the vehicle body 2 at the time of parking stored in the storage device, the pre-stored allowable region PR is set to the camera 100 when the vehicle body 2 is in the working posture. Correction is made so that the image area acquired by is an allowable area indicating the allowable range of arrangement of the wheel stopper 70 .

For example, as indicated by the dashed line in FIG. 16A, the height of the vehicle body 2 detected by the vehicle height detector 102 when the aerial work vehicle 1 is parked is _H1 . Assume that the permissible region PR in the image region _P1 acquired by 100LF is positioned as shown in FIG. 16B-1, for example. Here, in FIG. 16B-1, the permissible region PR is set in front of the tire wheel 5 (more specifically, the front wheel 5f).

Then, as indicated by the solid line in FIG. 16A, when the height of the vehicle body 2 when the vehicle body 2 is in the working posture by the operation of the jack device 10 is _H2 , the area setting unit 64 sets the vehicle body 2, as shown in FIG. _16B - ₂ , the allowable area within the image area _P2 acquired when the vehicle body 2 is in the working posture The permissible region PR is corrected so as to become PR'. The permissible region PR′ after this correction becomes smaller than the permissible region PR by the distance that the left front wheel camera 100LF is away from the parking road surface G (see FIG. 16A), and is affected by the angle of view of the left front wheel camera 100LF. The length of the allowable area in the longitudinal direction is slightly compressed rearward (to the right in FIG. 16(B-2)).

As described above, when the vehicle body 2 is jacked up by the jack device 10 after the aerial work vehicle 1 is parked on a slope, the allowable range is the height of the vehicle body 2 at the time of parking and the working posture. The allowable area is corrected based on the height of the vehicle body 2 . As a result, when the vehicle body 2 is again jacked down from the working posture to the road surface, it is possible to determine whether or not the wheel chocks are correctly arranged on the road surface so as to face the wheels.

15 and 16 illustrate the correction of the allowable area in the image area acquired by the left front wheel camera 100LF, but the correction is made by the right front wheel camera 100RF, the left rear wheel camera 100LR, and the right rear wheel camera 100RR. Correction can be performed in the same manner for the allowable area within each image area that has been processed.

Returning to FIG. 2 , the alarm device 103 operates when the wheel stopper arrangement determination unit 66 determines that the wheel stopper 70 is not properly arranged on the road surface facing one of the wheels 5 . etc., to issue a warning. Here, in addition to activating the alarm by the alarm device 103, for example, a warning message may be displayed on the display device 113 for displaying the omnidirectional image.

Furthermore, the display device 113 may display whether or not the wheel chocks 70 are correctly arranged for each wheel 5 . In this case, for example, when it is determined that the wheel stopper 70 is correctly arranged with respect to the tire wheel 5 as shown in FIG. is displayed on the display device 113, and when it is determined that the wheel chock 70 is not correctly arranged with respect to the tire wheel 5 as shown in FIG. An image indicating that the wheel stopper 70 is present is displayed on the display device 113, and if the image of the wheel stopper 71 cannot be identified by the image identification unit 65, an image indicating that the wheel stopper 70 does not exist is displayed on the display device 113. You may

Further, when the wheel chock arrangement determination unit 66 determines that the chocks 70 are correctly arranged on the road surface facing all the wheels 5, the operation control unit 61 controls the jack device 10 (more strictly speaking, the jack The extension/retraction operation of the cylinder 11) is permitted, and if not, the extension/retraction operation of the jack device 10 is restricted. Here, the operation regulation of the jack device 10 is such that the operation control unit 61 does not accept the operation signal even if the jack operation is performed, or the operation control unit 61 accepts the operation signal based on the jack operation. This is done by imposing operational restrictions on the operation control unit 61, such as preventing the electromagnetic proportional control valve V1 corresponding to the jack cylinder 11 from being electromagnetically driven.

It should be noted that the present invention is not limited to the above-described embodiments, and can be modified as appropriate without departing from the gist of the present invention.

For example, the arrangement determination unit 63 described above determines whether or not the wheel stopper 70 is correctly arranged on the road surface facing the tire wheel 5 based on the image of the wheel stopper member 71, but this is not the only option. First, based on the images of the handle 90 (more specifically, the guide portion 95 and the grip 98) shown in FIGS. can be judged.

In this case, the area setting unit 64 defines the allowable range of the position of the handle 90 when it is recognized that the wheel stopper member 71 is properly arranged between the parking road surface and the tread surface of the tire wheel 5 as the allowable range. Set within the image area captured by the camera 100 . For example, as shown in FIG. 17A, an allowable region PR indicated by a broken line is set in an image region P acquired by a camera 100 provided directly above the tire/wheel 5 in the lower portion of the vehicle body 2 .

The image identification unit 65 also identifies an image showing the handle 90 (more specifically, the guide portion 95 and the grip 98) in the image acquired by the camera 100. FIG. For example, in the image region P shown in FIG. 17A, the image identification unit 65 identifies the image HN of the hatched guide portion 95 and grip 98 in the image of the wheel stopper 70 as the wheel stopper image.

Further, the wheel chock arrangement determination unit 66 determines whether the chock 70 is correctly arranged on the parking road surface facing the tire wheel 5 based on the positional relationship between the chock image HN identified by the image identification unit 65 and the permissible region PR. determine whether or not Here, for example, as shown in FIG. 17A, in the image region P, if the wheel chock image HN is within the permissible region PR, the wheel chock arrangement determination unit 66 determines that the chock 70 is the tire. It is determined that the vehicle is correctly arranged on the parking road surface facing the wheel 5. - 特許庁

On the other hand, as shown in FIG. 17B, for example, when a part of the wheel stopper image HN protrudes from the permissible region PR in the image region P, the wheel stopper arrangement determination unit 66 determines that the wheel stopper 70 is It is determined that the vehicle is not correctly arranged on the parking road surface facing the tire wheel 5. - 特許庁Further, when the identification image identifying unit 65 cannot identify the image indicating the steering wheel 90 (more specifically, the guide portion 95 and the grip 98), the wheel stopper arrangement determination unit 66 determines whether the wheel stopper image HN is included in the image area P. is not present, it is determined that the wheel chock 70 is not properly arranged on the parking road surface facing the tire wheel 5.例文帳に追加

In the example shown in FIG. 17, it is determined whether or not the wheel chock 70 is correctly arranged on the parking road surface facing the tire wheel 5 based on the image of the steering wheel 90. For example, FIG. A marker (for example, a two-dimensional bar code) is attached to the upper surface of the object 96 to be detected, and when this marker can be detected, the wheel chock 70 is correctly arranged on the parking road surface facing the tire wheel 5. can be judged.

Further, when the wheel chock 70 is installed at an appropriate position (center in the width direction of the tire wheel 5) with respect to the tire wheel 5, if the handle 90 extends outside the side surface of the vehicle body 2, the camera 100 (left front wheel The camera 100LF, the right front wheel camera 100RF, the left rear wheel camera 100LR, and the right rear wheel camera 100RR) do not necessarily have to be installed in the lower part of the vehicle body 2 so as to look down on the tire wheels 5 from above. A camera 100LF', a right front wheel camera 100RF', a left rear wheel camera 100LR', and a right rear wheel camera 100RR' may be installed so as to overlook the periphery of each tire wheel 5 from the upper side surface of the vehicle body 2. Also, not limited to this, for example, in FIG. image including the trailing edge) may be used. In this case, since there is no need to install a dedicated camera for detecting the arrangement of the wheel chocks, an increase in power consumption can be suppressed and there is no need to secure a space for installing the dedicated camera.

Further, when the height of the vehicle body 2 varies according to the load capacity of the aerial work vehicle 1, the area setting unit 64 detects the height of the vehicle body 2 detected by the vehicle height detector 102 before the vehicle body 2 is jacked up. The permissible region may be corrected according to the degree. By configuring in this way, even when the load capacity of the vehicle for high lift work 1 changes, it is possible to determine whether or not the wheel chocks are correctly arranged on the road surface facing the wheels.

In addition, as described above, when working with the vehicle for high lift work 1 on a slope, it is possible to park the vehicle for high lift work 1 in the forward-downward direction and jack it up from the front wheel side in order to prevent it from running away. Since it is recommended, the permissible region PR is set on the front side of the tire wheel 5, but the permissible region PR is set on the front side of the tire wheel 5 according to the positive or negative (plus/minus) of the angle detected by the vehicle body tilt detector 101. You may switch whether it is set to or behind. For example, when the vehicle body tilt detector 101 detects a positive angle (a positive angle), the vehicle body 2 is in a forward-raised (head-raised) state. If a negative angle (negative angle) is detected, it means that the vehicle body 2 is in a forward-down (head-down) state. In this manner, by switching the position of the permissible region PR according to the orientation of the vehicle body on the slope, it is possible to detect the arrangement of the wheel chocks that makes it more difficult for the vehicle to run away.

In the above embodiment, the vehicle (work vehicle) according to the present invention has been described by exemplifying a truck-mounted aerial work vehicle, but it is not limited to this, and other work such as a crane vehicle is possible. It may be applied to vehicles, transport vehicles such as dump trucks, and the like. Further, in the above embodiment, an electric-driven (battery-driven) aerial work vehicle has been described as an example, but the present invention is not limited to this, and the power of the engine is taken out by a PTO mechanism (power take-off mechanism). It may be a PTO-driven aerial work vehicle that drives a hydraulic pump with a hydraulic pump, or a hybrid aerial work vehicle that has both of them and selectively switches the power source.

1 aerial work vehicle 2 vehicle body 5 tire wheel 5a outer surface 5t tread 10 jack device 27 lower operating device 45 upper operating device 60 controller 61 operation control unit 62 image processing unit 63 layout determination unit 64 area setting unit 65 image identification unit 66 Wheel stopper arrangement determination part 70 Wheel stopper 71 Wheel stopper member 90 Handle 95 Guide part (guide part)
96 Detected object 98 Grip 100 Camera 100LF Left front wheel camera 100LR Left rear wheel camera 100RF Right front wheel camera 100RR Right rear wheel camera 101 Body tilt detector 102 Vehicle height detector 103 Alarm device G Parking road surface

Claims (7)

A wheel chock device for detecting whether or not a wheel chock device disposed on a road surface facing the wheels of a stopped vehicle to prevent the vehicle from running away is correctly disposed on the road surface facing the wheels. A placement detection device,
an imaging device that is provided in the vehicle and acquires an image around the wheel;
a placement determination device that determines whether or not the wheel chock device is correctly placed facing the wheel based on the image acquired by the imaging device;
The arrangement determination device is
an area setting unit that sets an allowable area indicating an allowable range of arrangement of the wheel stopper device within an image area acquired by the imaging device;
an image identification unit that identifies an image showing the chocking device in the image acquired by the imaging device;
It is determined whether or not the wheel chock device is correctly arranged on the road surface facing the wheel based on the positional relationship between the image showing the chock device identified by the image identification unit and the allowable area. A position detection device for a wheel stopper, comprising: a wheel stopper arrangement determination unit. The permissible area is a permissible range in which an identification portion extending outward from the vehicle body side surface of the vehicle is positioned when the wheel chock device is provided on the wheel chock device and is properly disposed on the road surface facing the wheel. shows
2. The arrangement detection device for a wheel stopper device according to claim 1, wherein the image identification unit identifies an image of the identification unit in the image acquired by the imaging device as the image showing the wheel stopper device. . The wheel chock arrangement determination unit determines whether part or all of the image showing the wheel chock device identified by the image identification unit is located outside the allowable area, or when the image identification unit 3. The wheel chock according to claim 1 or 2, wherein when the image showing the chock device cannot be identified, it is determined that the chock device is not correctly positioned on the road surface facing the wheel. Device placement detection device. 3. An alarm device is provided for activating an alarm when the wheel chock arrangement judging unit determines that the chock device is not properly arranged on the road surface facing the wheel. An arrangement detection device for a wheel stopper device according to any one of the above. A tilt angle detection device for detecting a tilt angle in the longitudinal direction of the vehicle,
The region setting unit is configured to determine the angle of inclination when the vehicle is stopped and the angle of inclination when the vehicle body is supported by a jack device provided in the vehicle, and the vehicle body is supported by the vehicle body. 5. The wheel chock device arrangement detection device according to claim 1, wherein said allowable area is corrected so as to indicate an allowable range within an image area acquired by an imaging device. Equipped with a vehicle height detection device that detects the height from the ground to a predetermined position of the vehicle,
The area setting unit determines the height detected by the vehicle height detection device when the vehicle is stopped and the height detected by the vehicle height detection device when the vehicle body is supported by a jack device provided on the vehicle. Based on the difference, the allowable area is corrected so as to indicate the allowable range within the image area acquired by the imaging device while the vehicle body is supported. 2. A position detection device for a wheel stopper device according to claim 1. The imaging device is provided in the vehicle and is for generating an all-around image for acquiring an all-around image of the vehicle in order to generate an all-around image showing the vehicle body and all around the vehicle body in plan view by image processing. 7. A position detection device for a wheel stopper device according to claim 1, wherein the device is a camera.

Images