JP7344170B2 - Tire chock management system - Google Patents

Description

For example, when a vehicle such as a truck is parked, this invention manages the use of a tire wheel chock device that is installed on the tires of the vehicle to prevent the vehicle from moving unattended. Regarding the system.

Freight vehicles such as trucks have large bodies and are often loaded with cargo, resulting in a heavy total weight. For this reason, when parking a freight vehicle, if you apply the handbrake reliably, there is little chance that the truck will start moving, but if the vehicle becomes extremely heavy, or if you forget to apply the handbrake, If the handbrake is partially applied but not reliably applied, there is a possibility that the vehicle will start moving, and this is especially true if the parking spot has a large slope. For this reason, so-called vehicle safety devices such as tire chocks, wheel chocks, wheel chocks, tire stoppers, etc. have been used for freight vehicles. In this specification, the vehicle safety device is referred to as a tire wheel chock device.

For example, as disclosed in Patent Document 1 described later, a tire wheel chock device has a bottom surface that contacts the ground, and a surface that forms an angle θ with the bottom surface, and a contact surface that contacts the tire. It has a configuration including a surface S. If the tire wheel chock device is installed with the bottom surface in contact with the ground and the contact surface S in contact with the tread surface (the surface that contacts the ground) of the tire of a stopped vehicle, the tire will remain in place even when the vehicle starts moving. Since it rides on the contact surface of the wheel chock device, its movement can be prevented.

Furthermore, the tire chock device disclosed in Cited Document 1 does not do anything when it is installed on the tire of a parked vehicle, but when it is removed from the tire, it emits a predetermined signal. The device is equipped with a configuration that can send a notification that there is a possibility of theft. In this way, tire wheel chock devices have been provided that have a function to prevent movement of a vehicle and also have a function to prevent vehicle theft.

Japanese Patent Application Publication No. 2001-30157

A tire wheel chock device is an important vehicle safety device for safely parking a vehicle, and is particularly important for freight vehicles such as trucks as described above. However, since tire chocks are installed by the driver of the vehicle when the vehicle is parked, it is possible for the driver to accidentally forget to install them, or to not install them when the vehicle is parked for a relatively short period of time. It is thought that there may be cases where For this reason, there is a need to be able to prevent forgetting to install a tire chock device or intentionally not installing it.

In view of the above, an object of the present invention is to appropriately manage the installation status of a tire wheel chock device and to be able to contribute to the appropriate installation of the tire wheel chock device.

In this specification, "parking" refers to stopping a vehicle to load or unload luggage or wait for someone, and at that time, the driver is away from the driver's seat and becomes unable to drive immediately. This refers to cases where this may occur. Furthermore, "stopped" means that the vehicle is stopped. Therefore, for example, when a freight vehicle such as a truck is stopped to load or unload cargo, the vehicle is "parked" regardless of the length of time the vehicle is stopped.

In order to solve the above problem, a tire wheel chock management system according to the invention according to claim 1,
A tire that prevents movement of a parked vehicle by having a first surface contact the ground and a second surface contacting a tread surface of the tire of the parked vehicle that contacts the ground. A tire wheel chock management system configured by wirelessly connecting a wheel chock device and a mobile information terminal used near the vehicle,
The tire wheel chock device includes:
a switch means provided on the second surface and turned on when the second surface is brought into contact with the tread surface of the tire and turned off when the second surface is separated from the tread surface;
and transmitting means for transmitting a predetermined transmission signal when the switch means is turned on,
The mobile information terminal is
Receiving means for receiving the predetermined transmission signal transmitted through the transmission means of the tire chock device;
Parking determination means for determining whether the vehicle is in a parked state;
Tire chock determining means for determining whether or not the predetermined transmission signal is received through the receiving means when the parking determining means determines that the vehicle is in a parked state;
schedule information storage means for storing schedule information regarding work performed using the vehicle;
work determination means for determining whether work is in progress based on the schedule information in the schedule information storage means and the current date and time;
Equipped with
The parking determining means determines that the vehicle is in a parked state when the work determining means determines that the vehicle is in operation and the vehicle has stopped.
It is characterized by

According to this invention, the installation status of the tire wheel chock device can be appropriately managed. Thereby, when the tire wheel chock device is not installed at the time of parking, it is possible to notify that the tire wheel chock device is not installed, which can be useful for appropriate installation of the tire wheel chock device.

FIG. 1 is a diagram for explaining a configuration example of a tire chock management system according to an embodiment. FIG. 2 is a diagram for explaining a configuration example of a tire wheel chock device. It is a figure for explaining the example of the transmission data transmitted from a tire wheel chock device. FIG. 2 is a block diagram for explaining a configuration example of a sensor receiver according to an embodiment. FIG. 2 is a block diagram for explaining a configuration example of an in-vehicle tablet device according to an embodiment. FIG. 3 is a diagram for explaining an example of data stored in a work schedule file. FIG. 3 is a diagram for explaining an example of data stored in a travel history file. FIG. 3 is a diagram for explaining an example of data stored in a wheel chock data file. It is a flowchart for explaining the process performed by the in-vehicle tablet device of an embodiment. This is a flowchart following FIG. 9. FIG. 2 is a diagram for explaining a configuration example of a dynamic management server according to an embodiment. FIG. 3 is a diagram for explaining an output example of a tire chock non-installation notification history. It is a figure which shows the example of a display of the map which showed the installation position of the tire wheel chock device. It is a figure for explaining another example of composition of a tire wheel chock management system of an embodiment.

An embodiment of the tire chock management system of the present invention will be described below. The tire chock management system according to the present invention is applicable to various types of vehicles in which tire chocks are installed during parking. However, the tire chock management system of the present invention is particularly suitable for use when using freight vehicles such as trucks. In the following, a case will be described using as an example a case in which the installation status of a tire chock device is managed in a truck that delivers products manufactured at a factory from the factory to, for example, each predetermined convenience store.

[Example of configuration of tire chock management system]
FIG. 1 is a diagram for explaining a configuration example of a tire chock management system according to an embodiment. In FIG. 1, the truck TK is for delivering products from a factory to, for example, each predetermined convenience store. It is equipped with a mold loading platform). The transportation company that operates the truck TK will notify the workers (driver and passenger (assistant)) of the parked truck when the truck is parked, such as when loading or unloading cargo or taking a break. It is mandatory to install tire chocks 1 and 2.

The transportation company also stipulates how to install tire chocks. Specifically, when parking a truck on a flat area, place the tire wheel chock device 1 (1) and tire wheel chock device 2 (1) against the front wheel (front tire) on the driver's side (right side). Install it so that it is sandwiched from the front and back. In addition, when parking a truck on a slope or other sloped location, in addition to the right front wheel, tire wheel chock device 1 (2) and tire wheel chock device 2 (2) are installed on the right rear wheel (right rear tire). ) from the front and back. The reason why it is installed for the right tire in this way is to prevent forgetting to remove the tire wheel chock device.

In this embodiment, a tire wheel chock device 1 with a transmission function includes a switch that is turned on when installed on a tire, and transmits predetermined transmission data when the switch is turned on, and a transmission function. A conventional tire chock device 2 is used. This is because if one of the two tire wheel chock devices that sandwich the tire from the front and back has a transmitting function, it will function. In FIG. 1, of the two tire wheel chock devices installed so as to sandwich the tire from the front and back, tire wheel chock devices 1(1) and 1(2) are tire wheel chock devices with a transmission function.

Tire chock devices 1 (1) and 1 (2) with transmitting function are capable of transmitting specified low power radio signals (antenna power is 0.01 watt or less) that do not require a radio license based on the Radio Law. It is something. In this embodiment, the tire wheel chock devices 1 (1) and 1 (2) with a transmission function are capable of transmitting a transmission signal within a communication area with a radius of about several tens of meters by adjusting the transmission output. ing.

The sensor receiver 3 and the in-vehicle tablet device 4 can be connected by short-range wireless communication or by wire. In this embodiment, it is assumed that a wired connection is made, for example, through a digital interface of the USB (Universal Serial Bus) standard. The sensor receiver 3 realizes a function of receiving transmission data from the tire wheel chock devices 1 (1) and 1 (2) with a transmission function and providing the transmitted data to the in-vehicle tablet device 4. The in-vehicle tablet device 4 is a portable information terminal carried by a worker and brought into the driver's seat of the truck TK.

The in-vehicle tablet device 4, which will be described in detail later, stores and holds work schedule data for the worker who uses it. The in-vehicle tablet device 4 is also equipped with a clock circuit that provides the current date and time and a GPS (Global Positioning System) function that measures the current location. The in-vehicle tablet device 4 determines (determines) that the truck TK is parked when the worker is working and the truck TK into which the worker was brought has stopped, based on the work schedule data and date and time information.

In this way, when it is determined that the truck TK is parked, the in-vehicle tablet device 4 receives transmission data from the tire wheel chock device with transmission function 1 (1), 1 (2) through the sensor receiver 3. and check whether it has been received. In this case, if the transmission data has not been received, there is a high probability that the tire chock device with transmission function (1), 1(2) is not installed even though the vehicle is parked. Therefore, the in-vehicle tablet device 4 notifies (warns) the worker that the tire chock device may not be installed by emitting a voice message or alarm sound or displaying a display message. )do.

Further, when the notification is made, the in-vehicle tablet device 4 acquires the date and time and location (latitude and longitude) of the notification, and cumulatively holds this as notification position information. Similarly, the in-vehicle tablet device 4 acquires the date and time and location (latitude and longitude) of receiving the transmission data from the tire wheel chock device with transmission function 1 (1), 1 (2), and applies the data to the wheel chock device 1 (1), 1 (2). Stored cumulatively as location information.

This accumulated information is provided to the dynamic management server 6 via the network 5, for example, and is managed for each worker. In other words, although only one truck TK is shown in the figure, the transportation company operates multiple trucks and configures a similar tire chock management system for each truck it operates. It is possible to manage the wheel chock device. Therefore, through the tire wheel chock management system configured for each truck, the notification position information and wheel chock position information for each worker can be managed centrally in the dynamic management server 6. This allows the notification information to be consolidated in the dynamic management server 6. Based on location information, a manager can identify a worker who has performed a large number of notification processes and warn them. Also. Based on the wheel chock position information collected in the dynamic management server 6, the location where the tire wheel chock device is installed is identified, the location where the vehicle can be parked is identified and understood on a map, and the information can be shared within the transportation company. be able to. That is, the information collected through the tire chock management system can be collected and utilized in the dynamic management server 6.

Note that the network 5 may be, for example, a Wi-Fi (registered trademark) standard wireless LAN (Local Area Network), or a wide area network consisting of a general public telephone network, a mobile phone network, the Internet, etc. good. When a wide area network is used, by communicating with the in-vehicle tablet device 4 in real time, it is possible to grasp the notification status regarding the tire wheel chock device and the installation status of the tire wheel chock device in real time. Become. Furthermore, for example, data can be downloaded by connecting a dynamic management server installed at a truck terminal office of a transportation company and the in-vehicle tablet device 4 by wire or by short-range wireless communication. It is also possible to

Next, the configuration of the tire wheel chock device 1 (1), 1 (2) with a transmission function, the sensor receiver 3, the in-vehicle tablet device 4, and the dynamic management server 6, which constitute the tire wheel chock management system of this embodiment, is as follows. Examples will be explained. In addition, since the tire wheel chock devices 1 (1) and 1 (2) with a transmission function have similar configurations, the following will refer to the tire wheel chock device 1 and the tire wheel chock device 1 (2) unless it is necessary to distinguish between them. collectively.

[Configuration example of tire wheel chock device 1 with transmission function]
FIG. 2 is a diagram for explaining a configuration example of the tire wheel chock device 1, FIG. 2(A) is an external view of the tire wheel chock device 1, and FIG. 2(B) is a diagram for explaining a configuration example of the tire wheel chock device 1. 1 is a diagram illustrating an example of the internal configuration of FIG. As shown in FIG. 2(A), the tire chock device 1 includes a first surface 11 that contacts the ground, and a second surface 12 that forms an angle θ with the first surface 11. The second surface 12 is a surface that comes into contact with a tread surface that contacts the ground of a tire attached to the vehicle.

The width W of the first surface 11 and the second surface 12 is approximately the same as or slightly wider than the width of a vehicle tire. Further, the vertical width V1 of the first surface 11, together with the horizontal width W, can ensure sufficient contact area with the ground, and even when the second surface 12 is pushed by the vehicle's tires, sufficient frictional force can be generated, and the vehicle It is long enough to keep it from moving easily. Further, the vertical width V2 of the second surface 12, together with the horizontal width W, is a length that can ensure sufficient contact area with the tread surface of the vehicle tire. Furthermore, the angle θ between the first surface 11 and the second surface 12 is such that when a force that causes the vehicle to start moving is applied to the second surface 12 with the tread surface of the tire in contact with the second surface 12. , the angle is such that the vehicle cannot easily get over the tire chock device 1 and is prevented from moving.

When the tire chock device 1 is installed on the tires of a parked vehicle, the first surface 11 is in contact with the ground and the second surface 12 is in contact with the tread surface of the vehicle's tires. be made into Thereby, even if a force that causes the vehicle to start moving is applied, the tire wheel chock device 1 prevents the rotation of the vehicle's tires, prevents the vehicle from moving, and maintains the parked state.

By having such an external configuration, the tire wheel chock device 1 functions as a vehicle safety device that maintains the parking state of the vehicle, but the tire wheel chock device 1 of this embodiment has a signal transmission function. . As shown in FIG. 2(A), the second surface 12 of the tire chock device 1 is provided with a switch SW. The switch SW is in an off state when the tire chock device 1 is not in use, but when it is installed on a tire of a parked vehicle, it is pressed by the tread surface of the tire and turns on. Become. The tire wheel chock device 1 of this embodiment has a function of transmitting predetermined transmission data when the switch SW is in the on state.

That is, inside the tire wheel chock device 1, a circuit section shown in FIG. 2(B) is configured. The circuit section includes a transmitting antenna 101A, a transmitting section 101, and a battery 102, and a switch SW is provided between the transmitting section 101 and the battery 102. With such a configuration, when the switch SW is in the on state, driving power from the battery is supplied to the transmitter 101, and predetermined transmission data is transmitted. In this embodiment, while the switch SW is in the on state, the tire chock device 1 intermittently performs a predetermined operation, for example, once every second or once every few seconds. The configuration is such that it transmits the following data.

FIG. 3 is a diagram for explaining an example of predetermined transmission data transmitted from the tire chock device 1. As shown in FIG. As shown in FIG. 3, the transmission data transmitted from the tire chock device 1 consists of a synchronization word and tire chock identification information unique to each tire chock device. It is possible to detect that the device 1 has been installed. In addition, since it is possible that other vehicles in the vicinity may use similar tire chocks, it is difficult to correctly detect that the tire chocks 1 for your own vehicle have been installed using the tire chocks identification information. It is now possible to do so.

[Sensor receiver configuration example]
FIG. 4 is a block diagram for explaining a configuration example of a sensor receiver according to an embodiment. As described above, the tire wheel chock device 1 transmits transmission data using a specified low-power radio. Therefore, unless a receiver corresponding to this is used, the transmission data from the tire chock device 1 cannot be received. Therefore, a configuration is provided in which the sensor receiver 3 is used to receive transmission data from the tire chock device 1 and the received transmission data is supplied to the in-vehicle tablet device 4.

As shown in FIG. 4, the sensor receiver 3 includes a receiving antenna 301A, a receiving section 301, an external I/F (Inter Face) 302, an output end 302T, and a control section 303. The control unit 303 is a microprocessor configured with a CPU (Central Process Unit) 3031, a ROM (Read Only Memory) 3032, and a RAM (Random Access Memory) 3033, and has the function of controlling each part of the sensor receiver 3. have

When the sensor receiver 3 is powered on, the sensor receiver 3 receives the transmitted data from the tire chock device 1 through the receiving antenna and the receiving section 301, and temporarily stores the data using the RAM 3033 of the control section 303 as a work area. do. Thereafter, the control unit 303 supplies transmission data from the tire chock device 1 temporarily stored in the RAM 3033 to the in-vehicle tablet device 4, which will be described later, through the external I/F 302 and the output end 302T. In this embodiment, the external I/F 302 and output end 302T of the sensor receiver 3 are digital interfaces compliant with the USB standard.

[Example of configuration of in-vehicle tablet device 4]
FIG. 5 is a block diagram for explaining a configuration example of the in-vehicle tablet device 4. As shown in FIG. The transmitting/receiving antenna 401A and the wireless communication unit 401 realize the function of communicating through the network 5. Although not shown, the control unit 402 is a microprocessor including a CPU, ROM, RAM, nonvolatile memory, and the like. The control unit 402 executes a program stored in a ROM or the like and controls the entire in-vehicle tablet device 4.

The storage device 403 includes, for example, a semiconductor memory and its device driver, and performs writing, reading, rewriting, and deletion of data, and is also used as a work area for holding intermediate results of various processes. The operation unit 404 is provided with, for example, a power on/off key, several function keys, etc., accepts operations by an operator, and notifies the control unit 402 of the received operation contents as an electrical signal.

The work schedule file 405 is formed in, for example, a semiconductor memory, and stores and holds work schedule data for each worker. FIG. 6 is a diagram for explaining an example of data stored in the work schedule file 405 . As shown in FIG. 6, the work schedule file 405 stores and holds information regarding the vehicles to be used and schedule data according to the order in which the vehicles are operated for each operation day (work implementation date) and for each worker. . Schedule data consists of "Order No.", "Departure point (departure point) and time (scheduled departure time)", "Destination (arrival point) and time (scheduled arrival time)", "Remarks", and "Completion flag" Become.

The example shown in Figure 6 is about a worker whose service date is "March 20, 2020 (Friday)", whose worker ID is "0101", and whose name is "○○○○". This is schedule data. It is stored that the worker uses a vehicle whose vehicle type is "4t van body", which is specified by the vehicle ID "TU123". In addition, as specific schedule data, order No. However, in "0001", a schedule is recorded to leave "○○ factory" at "7:30" and arrive at "△△AA store" at "8:30". In addition, order no. However, for "0001", the information in the notes indicates that there is loading work that will take 40 to 50 minutes at the origin.

After this, order no. However, in "0002", a schedule is recorded to depart from "△△AA store" at "8:45" and arrive at "△△BB store" at "9:20". Also, order no. However, in "0003", a schedule is recorded to leave "△△BB store" at "9:35" and arrive at "△△CC store" at "10:10". Therefore, the 15 minutes from 8:30 to 8:45 is the working time (parking time) for unloading at "△△AA Store", and the 15 minutes from 9:00 to 9:35 is the working time (parking time) for unloading at "△△AA store". It can be understood that 15 minutes is the working time (parking time) for unloading at "△△BB store".

Such schedule data is stored and held in the work schedule file 405 for each operation day and for each worker. Note that the scheduled departure time and scheduled arrival time in the schedule data are just scheduled times, and may be earlier or later depending on road conditions and the like. Therefore, when a change occurs in the set work schedule due to the above-mentioned reasons, etc., the work time can be reliably specified by changing the schedule in accordance with the situation. Also, order no. When the delivery is completed, the completion flag is set to "1 (on)" in accordance with the completion instruction input by the worker, so that the completion status of the delivery can be grasped.

Note that the work schedule data recorded in the work schedule file 405 can also be created by the worker inputting the day's work schedule through the touch panel 413. However, normally, for example, schedules are created in advance on the movement management server 6 for each day of operation and for each worker, and are downloaded to each worker's in-vehicle tablet device 4 and stored in the work schedule file 405. Will be using it.

The travel history file 406 is formed in, for example, a semiconductor memory, and stores and holds travel history data of the vehicle into which the in-vehicle tablet device 4 is brought. FIG. 7 is a diagram for explaining an example of data stored in the driving history file 406 . As shown in FIG. 7, the travel history data recorded in the travel history file 406 is formed for each operation day (work implementation date) and for each worker, similar to the work schedule data described above using FIG. This information also includes information regarding the vehicle used by the worker.

In the case of the travel history file 406, the location of the vehicle used by the worker at each predetermined time period during the work time is cumulatively recorded as work history data. In this embodiment, after the start of work on the operating day, the current position is acquired through the GPS unit (described later) at intervals of, for example, 5 minutes, based on the time provided by a clock circuit (described later), and is stored in association with the acquired time. Here, the time interval for acquiring the current position of the vehicle is set to 5 minutes, but it is not limited to this, and may be set to an appropriate time such as every 1 minute or every 2 minutes. Based on the current position at each predetermined time period, it is possible to understand how the vehicle has traveled (moved).

In addition, as other information, for example, it is also possible to maintain the on/off state of the tire wheel chock device 1 depending on the presence or absence of transmission data from the tire wheel chock device 1 received through the sensor receiver 3. It is.

The wheel chock data file 407 is formed, for example, in a semiconductor memory, and stores and holds data regarding the tire wheel chock device 1 for each worker. FIG. 8 is a diagram for explaining an example of data stored in a wheel stopper data file. As shown in FIG. 8, the wheel chock data recorded in the wheel chock data file 407 is created for each operation day (work implementation date) and for each worker, similar to the work schedule data described above using FIG. This information also includes information regarding the vehicle used by the worker.

The wheel chock data file 407 includes, as wheel chock data, the time and position at which the notification that the tire wheel chock device 1 was not installed, the time and position when the tire wheel chock device 1 was installed, and the installation of the tire wheel chock device 1. After it is released, the time and location at which it is released (removed) is cumulatively recorded. Note that the type is information indicating either non-installation notification, installation (on), or cancellation (off). In this embodiment, after the start of work on the operating day, when a notification is made that the tire chock device 1 is not installed, as will be described in detail later, the time obtained from the clock circuit described later and the GPS unit described later are used. Record the current position obtained from

Further, as will be described in detail later, when the vehicle is parked and receives transmission data from the tire chock device 1, the time acquired from the clock circuit described later and the current position acquired from the GPS unit described later are Correlate and record. Note that if the current positions are the same, the data created first is used to prevent multiple records of the same current position while the vehicle is parked. Furthermore, after receiving the transmission data from the tire wheel chock device 1, when the transmission data transmitted from the tire wheel chock device 1 is no longer received at a predetermined timing, the time is acquired from a clock circuit described later; It is recorded in association with the current position obtained from the GPS section, which will be described later.

As a result, for each worker, when and where they received the notification (warning) that the tire wheel chock device 1 was not installed, when and where they installed the tire wheel chock device 1, and whether the tire wheel chock device 1 was installed or not. It is possible to know when the tire chock device 1 was removed. Note that the position where the tire chock device 1 is installed and the position where it is removed are basically the same, so there is no need to keep track of the position where it was removed, but in this embodiment, for confirmation purposes, I'm trying to understand it.

Note that the work schedule file 405, driving history file 406, and wheel stopper data file 407 may be formed on the same recording medium with different recording areas, or may be formed on different recording media.

The clock circuit 408 provides the current date, current day of the week, and current time. The external I/F 409 and the connection end 409T constitute a connection end of an external device, and in this embodiment, are a USB standard digital interface to which the sensor receiver 3 described above is connected. The GPS unit 410 and the GPS antenna 410A implement a current position positioning function using signals from artificial satellites.

The in-vehicle tablet device 4 includes a touch panel 413 as a user interface. The touch panel 413 is configured by providing a touch sensor 412 so as to correspond to the entire surface of the display screen of a thin display unit (display device) 411 such as an LCD (Liquid Crystal Display), and has a display function and receives instruction input. Realize the functions. The audio output unit 414 receives, for example, various digital audio data prepared in the storage device 403, converts it into an analog audio signal, and supplies the analog audio signal to the speaker 415. The speaker 415 emits audio according to the analog audio signal from the audio output section 414. Thereby, various messages such as guide messages, caution messages, warning messages, alarm sounds, etc. can be emitted from the speaker 415.

The travel history creation unit 421 starts the travel history creation process when receiving an instruction to start a job through the touch panel 413, and ends the travel history creation process when it receives an instruction to end the job. When the driving history creation unit 421 receives an instruction to start work from the worker, it acquires the current position through the GPS unit 410 at, for example, 5 minute intervals based on the time information from the clock circuit 408, and records the current time and current position. A process is performed to write the travel history file 406 in association with the location. Thereby, as explained using FIG. 7, the driving history data is cumulatively recorded in the driving history file 406.

As described above, after receiving an instruction to start a task through the touch panel 413, the work determination unit 422 refers to the data stored in the work schedule file 405 and determines whether the work is currently in progress or not. This is to appropriately distinguish between non-work, such as before the start of work and after the end of work, and during work. In this embodiment, the parking determination unit 423 determines whether or not the vehicle into which the vehicle has been brought is parked, based on the current position sequentially determined by the GPS unit 410. Simply put, if the current location does not change for a certain period of time, it can be determined that the vehicle is parked.

However, in this embodiment, in conjunction with the schedule data, map information provided in advance from the dynamic management server 6 and stored in the storage device 403 is also referred to, and the starting point or landing location is determined. If the current position does not change in the vicinity, it is determined that the vehicle is parked. Note that if a speed pulse can be provided from the vehicle into which the in-vehicle tablet device 4 has been brought, it may be determined whether the vehicle is parked or not based on this speed pulse. In this case as well, it can be determined that the vehicle is parked when the speed pulse becomes 0 and does not change near the starting point or landing position, taking map information into consideration.

Note that the user may park his or her own vehicle for lunch or for a break. In this case as well, a tire chock device 1 should be installed. Therefore, even if it is not the departure point or the destination, for example, if it is confirmed from the map information that the car is parked in a restaurant parking lot or a designated rest area parking lot, it can be determined that the vehicle is parked. . In other words, for example, it is possible to distinguish between cases where the vehicle is stopped due to factors such as waiting at a traffic light, waiting at a railroad crossing, or traffic congestion, and cases where the vehicle is parked to load or unload luggage, and appropriately determine whether the vehicle is currently parked. I try to cut it.

The wheel chock determination unit 424 checks the transmission data from the tire wheel chock device 1 received through the sensor receiver 3 when the parking determination unit 423 determines that the vehicle into which the vehicle is brought is parked. Then, it is determined whether the tire chock device 1 has been installed. If the transmission data from the tire chock device 1 has not been received and it is determined that it is not installed, a non-installation notification is generated and provided to the notification processing unit 425. On the other hand, suppose that the transmission data from the tire wheel chock device 1 is received and it is determined that the tire wheel chock device 1 has been installed. In this case, the wheel chock determination unit 424 acquires the current time from the clock circuit 408 and the current position from the GPS unit 410, creates wheel chock data with the type as "installation (on)", and uses this data. It is recorded in the wheel chock data file 407.

Moreover, after determining that the tire wheel chock device 1 has been installed, the wheel chock determination unit 424 monitors the transmission data from the tire wheel chock device 1 received through the sensor receiver 3, and the tire wheel chock device 1 is Determine whether it has been canceled. If it is determined that the wheel chock has been released, the wheel chock determining unit 424 acquires the current time from the clock circuit 408, the current position from the GPS unit 410, and generates wheel chock data whose type is “released (off)”. is created and recorded in the wheel chock data file 407.

The notification processing unit 425 functions when receiving a non-installation notification from the wheel chock determination unit 424. The notification processing unit 425 uses the voice message data stored in the storage device 403 to form, for example, voice message data such as "Parking. Please install a tire chock device." The signal is supplied to the audio output section 414. The audio output unit 414 forms an analog audio signal from the notification message data and supplies it to the speaker 415. As a result, the notification message is emitted from the speaker 415.

Further, the notification processing unit 425 uses the display message data stored in the storage device 403 to form display message data such as "The vehicle is parked. Please install a tire chock device." This is supplied to the display section 411. As a result, the notification message is displayed on the display screen of the display unit 411. In addition, when performing the notification processing, the notification processing unit 425 acquires the current time from the clock circuit 408, the current position from the GPS unit 410, and data on wheel chock whose type is “non-installation notification”. is created and recorded in the wheel chock data file 407.

In this way, the notification processing unit 425 realizes the function of notifying the non-installation state of the tire chock device 1 while the vehicle is parked, using both the voice message and the display message. Furthermore, when the notification process is performed, processing is also performed to form wheel chock data indicating when and where the notification process was performed, and to record this in the wheel chock data file 407 .

The short-range wireless communication unit 431 and the short-range wireless communication antenna 431A realize a short-range wireless communication function such as a Wi-Fi (registered trademark) standard wireless communication function or a Bluetooth (registered trademark) standard wireless communication function. . Thereby, data can be transmitted and received through the dynamic management server 6, the short-range wireless communication antenna 431A, and the short-range wireless communication section 431. In addition, when the tire wheel chock device 1 is equipped with a short-range wireless communication function, transmission data from the tire wheel chock device 1 is directly transmitted to the short-range wireless communication antenna 431A without going through the sensor receiver 3. and can be received through the short-range wireless communication unit 431.

[Processing performed by the in-vehicle tablet device 4]
9 and 10 are flowcharts for explaining the processing executed by the in-vehicle tablet device 4 of the embodiment. The processes in the flowcharts shown in FIGS. 9 and 10 are executed by the control unit 402 when an instruction to start a business is received through the touch panel 413, as described above.

When the processes shown in FIGS. 9 and 10 are executed, the control unit 402 first controls the driving history creation unit 421 (not shown) to start creating a driving history. At the same time, the control unit 402 controls the work determination unit 422 to check the work schedule data of the work schedule file 405 prepared in advance and the current time of the clock circuit (step S101), and determines whether the work is in progress. Determination is made (step S102). If it is determined in step S102 that the work is not in progress, the control unit 402 repeats the processing from step S101.

Assume that in the determination process of step S102, it is determined that work is in progress. In this case, the control unit 402 controls the parking determination unit 423 to perform a process of checking GPS information for parking determination, but in this embodiment, further information regarding map information and work schedule data is provided. Also confirm (step S103). Based on the confirmation process in step S103, the parking determination unit 423 determines whether the vehicle into which the vehicle has been brought is parked (step S104).

In the determination process of step S104, when it is determined that the vehicle is not parked, the control unit 402 repeats the process from step S101. In the determination process of step S104, it is determined that the vehicle is parked. In this case, the control unit 402 controls the wheel chock determination unit 424 to check the transmission data from the tire wheel chock device 1 received through the sensor receiver 3 connected through the external I/F 409 and the connection end 409T. (Step S105). Thereafter, based on the confirmation result in step S105, it is determined whether transmission data from the tire chock device 1 has been received (step S106).

Assume that it is determined in the determination process in step S106 that the transmission data from the tire chock device 1 has not been received. In this case, the wheel chock determination unit 424 forms a non-installation notification and notifies the notification processing unit of the notification. As a result, the notification processing unit 425 functions and, as described above, notifies the operator through a voice message and a display message that the tire chock device 1 is not installed even though the vehicle is parked. rouse (step S107). Thereafter, the wheel chock determination unit 424 sets the type to "non-installation notification", forms wheel chock information having the current time and current position, and performs processing to additionally record this in the wheel chock data file 407 (step S108). After this, the process from step S105 is repeated.

As described above, in this embodiment, since the process from step S105 is repeated, the notification that the tire wheel chock device is not installed is continuously and repeatedly carried out until the tire wheel chock device 1 is installed. be exposed. Assume that in the determination process of step S106, it is determined that the transmission data from the tire chock device 1 has been received. In this case, the control unit 402 proceeds to the process of FIG. 10, controls the wheel chock determination unit 424, sets the type to “installation (on)”, forms wheel chock information having the current time and current position, Processing is performed to additionally record this in the wheel stopper data file 407 (step S109).

After that, the control unit 402 checks the work schedule data (step S110), and determines whether the work for the day has been completed (step S111). Assume that in the determination process of step S111, it is determined that the work for the day is not completed. In this case, the control unit 402 controls the wheel chock determination unit 424 to check the transmission data from the tire wheel chock device 1 received through the sensor receiver 3 connected through the external I/F 409 and the connection end 409T. Step S112).

After that, based on the confirmation result in step S112, it is determined whether the transmission data from the tire chock device 1 is not received (step S113). The determination process of step S113 is a process of determining whether the installed tire wheel chock device 1 has been released (or has been removed). In the determination process of step S113, if it is determined that the receiving device is not in a non-receiving state and continues to receive data, the process from step S112 is repeated and waits until the non-receiving state becomes a non-receiving state.

Assume that in the determination process of step S113, it is determined that reception has become non-receiving. In this case, the control unit 402 controls the wheel chock determination unit 424 to set the type to “release (off)”, forms wheel chock information having the current time and current position, and transfers this to the wheel chock data file 407. A process of additionally recording is performed (step S114). After this, the process from step S101 in FIG. 9 is repeated.

It is also assumed that in the determination process of step S111, it is determined that the work for the day has been completed. In this case, the control unit 402 performs a predetermined termination process such as transitioning the display on the display unit 411 to a termination screen or a daily report creation screen, and performs the processing of the flowcharts shown in FIGS. 9 and 10. It shall be the end. As described above, by the processes shown in FIGS. 9 and 10, when the vehicle is parked, it is notified that the tire wheel chock device 1 is not installed, the installation of the tire wheel chock device 1 is confirmed, and the tire wheel chock device 1 is not installed. You can check a series of conditions such as confirming the release of item 1. Of course, if the tire wheel chock device 1 is quickly installed when the vehicle is parked, the non-installation notification can be avoided.

[Example of configuration of dynamic management server 6]
As described above, the in-vehicle tablet device 4 can store travel history data and wheel chock data regarding the worker who uses the in-vehicle tablet device 4. Therefore, if driving history data and wheel stop data can be collected and centrally managed from the in-vehicle tablet device 4 used by each worker, it will be possible to analyze information related to all workers, and it will be possible to share information. can be achieved. Therefore, in this embodiment, the dynamic management server 6 is configured to collect driving history data and wheel chock data from the in-vehicle tablet device 4 used by each worker and to centrally manage the data. .

FIG. 11 is a diagram for explaining a configuration example of the dynamic management server according to the embodiment. The connection end 3601T and the communication I/F 601 realize a communication function through the network 5. Although not shown, the control unit 602 is a so-called microprocessor configured by connecting a CPU, ROM, RAM, and nonvolatile memory, and controls each unit of the dynamic management server 6 by executing various programs. The storage device 603 is a device unit consisting of a recording medium and its driver, such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive), and records, changes, deletes, reads, etc. various data. . The storage device 603 stores and holds necessary data and programs, and is also used as a work area to temporarily store intermediate data generated in various processes.

A map database (hereinafter referred to as map DB) 604 stores map information for displaying city maps, road maps, wide area maps, regional maps, and national maps that can also be used for route guidance. Map information for displaying city maps, road maps, wide area maps, regional maps, and national maps includes, for example, vector data, raster data, annotation data, etc. for drawing maps. A road network database (hereinafter abbreviated as road NWDB) 605 stores and holds network data regarding roads used for route searching. Network data consists of node data and link data. Node data represents points such as landmarks, buildings, facilities, intersections, and junctions. Further, the link data indicates roads, such as national highways and prefectural roads, that are passable by automobiles, by line segments connecting node data. Each piece of link data is associated with a link cost. The link cost is referred to, for example, when searching for a route with the minimum link cost using Dijkstra's algorithm.

In this way, the dynamic management server 6 includes the map DB 604 and the road NWDB 605, so that, for example, the dynamic management server 6 receives a route search request including a departure point and a destination from the in-vehicle tablet device 4, performs a route search, and performs the route search. Can deliver results. In this case, the searched route can be shown and map information can also be provided, and the searched route can be shown on the map and provided to the worker. Furthermore, the in-vehicle tablet device 4 can also realize a navigation function that provides route guidance using route search results and map information from the dynamic management server 6.

In this embodiment, work schedule data for each worker created using a personal computer in the business department of a transportation company is transmitted through the network 5, and is received through the connection terminal 601T and communication I/F 601. . The received work schedule data for each worker is recorded by the work schedule processing unit 606 in a work schedule file 607 for each worker. The work schedule file 607 for each worker stores and holds work schedule data for each worker that has the same structure as the example of the data stored in the work schedule file 405 described using FIG. Further, the work schedule processing unit 606 has a function of extracting work schedule data for the requesting worker in response to a request from the in-vehicle tablet device 4 and providing this to the requesting in-vehicle tablet device 4. Also realized.

The driving history processing unit 608 stores driving history data transmitted through the network 5 from the in-vehicle tablet device 4 used by each worker and received through the connection terminal 601T and the communication I/F 601 into a driving history file 609 for each worker. Perform the recording process. The travel history file 609 for each worker stores and holds work schedule data for each worker, which has the same structure as the example of the data stored in the travel history file 406 described using FIG.

The wheel chock data processing unit 610 converts the wheel chock data transmitted through the network 5 from the in-vehicle tablet device 4 used by each worker and received through the connection terminal 601T and the communication I/F 601 into a worker-specific wheel chock data file. 611. The wheel chock data file 611 for each worker stores and holds wheel chock data for each worker, which has the same structure as the example of the stored data of the wheel chock data file 407 described using FIG. 8 .

The worker-based wheel chock implementation management unit 612 creates, for example, a tire wheel-chock non-installation notification history list for each worker based on the data stored in the worker-based wheel chock data file 611, and outputs the list. FIG. 12 is a diagram for explaining an output example of a tire chock non-installation notification history list. As shown in Figure 12, the list of tire chocks not installed notification history lists, for each worker, when the notification (warning) that the tire chocks were not installed (year, month, day, and time) and the notification ( The latitude and longitude of the location where the warning) occurred are shown.

The worker-specific tire chock non-installation notification history list in FIG. 12A is for the worker whose worker ID is "0101". In this list, at 8:13 am on March 20, 2020, a notification was made at latitude XA and longitude YA that a tire chocking device was not installed, but immediately after that, a tire chocking device was installed. It has been shown that Further, it is shown that the number of notifications is one. That is, it can be understood that the worker whose worker ID is "0101" has properly installed the tire chock device 1.

The tire chocks not installed notification history list by worker in FIG. 12(B) is for the worker whose worker ID is “0102”. In this list, on March 20, 2020, a notification was made at 7:45 a.m. at latitude XB and longitude YB that no tire chock device was installed. At 8:30 on the same day, an announcement was made at latitude XC and longitude YC that the same was not installed. Also, at 8:50 on the same day, a notification was made at latitude XD and longitude YD that the same was not installed. Further, it is shown that the number of notifications is 13 times. That is, it can be understood that the worker whose worker ID is "0102" has no intention of installing the tire chock device 1 at all.

By outputting such a tire chock notification history list for each worker, each worker can be instructed to install the tire chock device 1 while showing the status of notifications (warnings) that have not been installed. can do. Further, it is possible to award or reward a worker who has not received any notification that the tire chocks have not been installed, or a user who immediately installs the tire chocks even after receiving the notification. In this way, the tire choking notification history list for each worker can be used as material for work guidance and work evaluation. The tire block notification history list can be provided from the dynamic management server 6 to the personal computer of the person in charge of management at the transportation company, so that it can be viewed on a display screen or printed out. .

The wheel chock implementation position management unit 613 creates, for example, map information indicating the position where the tire wheel chock device 1 is installed based on the data stored in the worker-specific wheel chock data file 611, and outputs this. FIG. 13 is a diagram illustrating a display example of a map showing the installation positions of tire chocks. As shown in FIG. 13, the map information indicates where on the map the tire chock device 1 is installed. In the case of FIG. 13, it can be confirmed that the vehicle is parked at five locations along the road, as indicated by positions P1, P2, P3, P4, and P5, and a tire chock device 1 is installed at each location.

The map information can be created for each worker, or can be created for each region, for example, without having to be created for each worker. This makes it possible for all the workers of the transportation company to share the location where the vehicle can be parked. In addition, by accumulating and storing wheel chock data for each person in charge, it is possible to know how many times parking has been done and how many times the tire chock device has been installed at each location where the tire wheel chock device is installed. be able to. As a result, it can be determined that a place where the vehicle is frequently parked is a place where parking can be done safely and stably.

Moreover, the location where the notification that the tire chock device 1 has not been installed can be shown on the map. Of course, it is also possible to display the location where the notification that the tire wheel chock device 1 is not installed and the location where the tire wheel chock device 1 is installed on the same map.

[Interlocking with external devices]
FIG. 14 is a diagram for explaining another configuration example of the tire chock management system according to the embodiment. As shown in FIG. 14, in this example, the in-vehicle tablet device 4 is further connected to an external device 7 such as a digital tachograph or a drive recorder. The configuration other than this is the same as the tire chock management system shown in FIG. In this example, in addition to the information recorded by the external device 7, the installation time and installation position of the tire chock device 1, the release time and release position, and if the notification that it has not been installed, the information It becomes possible to record and accumulate information indicating time and place (position).

In other words, a digital tachograph is a digital driving recorder that records information such as speed, travel time, and distance traveled while driving a vehicle on a memory card or the like. In Japan, based on the Road Transport Vehicle Act, etc., they are required to be installed on commercial vehicles such as trucks and buses. By linking such a digital tachograph with the in-vehicle tablet device 4, in addition to the speed, travel time, and distance traveled when driving the vehicle, it is also possible to monitor the installation time and location of the tire chock device 1, as described above. It becomes possible to record and accumulate information such as

Moreover, a drive recorder means an in-vehicle video recording device. They are mainly installed to record the situation when a car accident occurs, and record the situation outside or inside the car using a video camera attached to the windshield or dashboard. In addition to video, some devices can also record audio, acceleration, and current location based on GPS. By linking such a drive recorder with the in-vehicle tablet device 4, in addition to recording images of driving, etc., information such as the installation time and location of the tire chock device 1 can be recorded as described above. , storage becomes possible.

In this way, cooperation with external devices 7 such as digital tachographs and drive recorders is possible, and new functions can be added to the digital tachographs and drive recorders. Note that the external device 7 such as a digital tachograph or drive recorder can be connected to the in-vehicle tablet device 4 using a UAS standard external I/F or by short-range wireless communication. be.

[Effects of embodiment]
According to the tire chocking management system of the embodiment described above, it becomes possible to alert the worker, and it becomes possible to reliably install the tire chocking device when parking, thereby improving work safety. can improve sex. Furthermore, since the installation status of tire chocks can be managed for each worker and each work location, it is possible to take measures to improve safety for each worker and each work location. In other words, it becomes possible to instruct a worker who does not install a tire wheel chock device to install one by showing the rationale. In addition, if there is a place where a tire chock device is not installed regardless of the worker, it becomes possible to take measures such as finding out the reason why it is not installed. Through these measures, it is possible to prevent the worker from moving the vehicle unintentionally during parking, suppress the occurrence of accidents, and contribute to improving safety.

[Modified example]
In the embodiment described above, one of the pair of tire chocks installed so as to sandwich the tire from the front and back is the tire chocking device 1 with a transmission function, and the other is a conventional tire chocking device. (Tire chock device without transmission function) 2 has been described. However, it is not limited to this. Of course, both of them may be used as the tire wheel chock device 1 with a transmission function.

Additionally, some transportation companies recommend installing tire chocks only on the front right wheel when parking on a flat surface, and on the front right wheel and rear right wheel when parking on a slope. In some cases, the method of installation is specified. As mentioned above, the transmission data sent from the tire chock device with transmission function 1 includes tire chock identification information, so it is also possible to detect how many tire chock are installed on the own vehicle. It is also possible to check whether it is installed correctly.

Further, for example, if the map information provided from the dynamic management server 6 to the in-vehicle tablet device 4 includes information indicating the slope of each parking location, this information is used to determine that the own vehicle is parked. If so, refer to information showing the slope of that location in the map information. As a result, if it is confirmed that there is a slope, it is possible to prompt the installation of the tire wheel chock device 1 at two locations, the right front wheel and the right rear wheel, and also to ensure that the two tire wheel chock devices 1 are installed. If not, it becomes possible to prompt the driver to install two tire chock devices 1.

Further, the size of each tire chock device identified by the tire chock identification information is also stored and held in the in-vehicle tablet device 4. As a result, it is possible to use the in-vehicle tablet device 4 to confirm whether or not a tire chock device of an appropriate size is being used depending on the size of the host vehicle, for example, the load capacity such as 4t, 8t, 10t, etc. . If it is determined through this check that the tire is not suitable, a notification can be given to use a tire chock device of a suitable size.

Note that if the driving history data and wheel stop data are sent from the in-vehicle tablet devices 4 to the dynamic management server 6 via the network 5 in real time, the dynamic management server 6 can monitor the dynamics of the vehicle brought in by each in-vehicle tablet device 4. Can be managed in real time. Further, when the tire wheel chock device 1 remains uninstalled while the vehicle is parked, the dynamic management server 6 may notify the operator and the uninstalled state to the administrator terminal device. In this case, the manager can instruct the worker in real time to install the tire chock device 1 by calling the worker or the like.

In addition, power can be supplied to the sensor receiver 3 and the in-vehicle tablet device 4 from the built-in battery, and the built-in battery can also be charged using the vehicle's ACC power source. It can operate stably by receiving power from the

In addition, if the tire wheel chock device has been installed continuously for more than a specified time, or if the tire wheel chock device is suddenly installed at a place or time that is far from the schedule, the history of the installation position of the tire wheel chock device can be checked. If a tire chock device is installed in a location that is completely different from the data, a notification can be made and the current situation can be accurately confirmed on the dynamic management server side, so even if an unexpected event occurs, it can be responded to.

[others]
As can be seen from the description of the embodiments described above, the functions of the switch means and the transmitting means of the claimed tire wheel chock device are realized by the switch SW of the tire wheel chock device 1, the transmitting section 101, and the transmitting antenna 101A. . Further, the function of the receiving means of the portable information terminal in the claims is realized by the sensor receiver 3. Further, the functions of the parking determination means, wheel chock determination means, and notification means of the mobile information terminal in the claims are realized by the parking determination section 423, wheel chock determination section 424, and notification processing section 425 of the in-vehicle tablet device 4. There is.

Further, the functions of the schedule information storage means and the work determination means of the mobile information terminal in the claims are realized by the work schedule file 405 and the work determination unit 422 of the in-vehicle tablet device 4. The functions of the current position positioning means, wheel stopper information storage means , and wheel stopper information recording means of the mobile information terminal in the claims are implemented by the GPS section 410, the wheel stopper data file 407 , and the wheel stopper determination section 424 of the in-vehicle tablet device 4. It has been realized. The function of the wheel chock information providing means of the mobile information terminal in the claims is realized by the wireless communication section 401, the transmitting/receiving antenna 401A, etc. of the vehicle-mounted tablet device 4.

In addition, the functions of the wheel chock position information receiving means, the wheel chock information storage means, and the wheel chock information recording means of the dynamic management server in the claims include the connection end 601T of the dynamic management server 6, the communication I/F 601, and the A stopper data file 611 and a wheel stopper data processing section 610 are realized.

The functions of the notification information storage means and notification information recording means of the mobile information terminal in the claims are realized by the wheel chock data file 407 and the wheel chock determination unit 424 of the in-vehicle tablet device 4. The function of the notification information providing means of the portable information terminal in the claims is realized by the wireless communication section 401, the transmitting/receiving antenna 401A, etc. of the vehicle-mounted tablet device 4. The functions of the notification information receiving means, notification information storage means, and notification information recording means of the movement management server in the claims include the connection end 601T of the movement management server 6, the communication I/F 601, the worker-specific wheel chock data file 611, and the wheel chock data file 611 for each worker. This is realized by the stop data processing section 610.

The functions of the driving history creation section 421, work determination section 422, parking determination section 423, wheel chock determination section 424, and notification processing section 425 of the in-vehicle tablet device 4 are controlled by a program executed by the control section 402. This can be realized as a function of the control unit 402. That is, by loading a program that executes the processing described using the flowcharts of FIGS. 9 and 10 into the in-vehicle tablet device 4, the mobile information terminal of the tire chock management system of the present invention can be realized. Further, the functions of the work schedule processing section 606, driving history processing section 608, and wheel stopper data processing section 610 of the dynamic management server 6 are controlled by the program executed by the control section 602 of the dynamic management server 6. It can also be realized as a function.

DESCRIPTION OF SYMBOLS 1...Tire wheel chock device, 11...First surface, 12...Second surface, SW...Switch, 101A...Transmission antenna, 101...Transmission section, 102...Battery, 2...Tire wheel chock device, 3...Sensor reception 301A...Receiving antenna, 301...Receiving unit, 302...External I/F, 302T...Connection end, 303...Control unit, 3031...CPU, 3032...ROM, 3033...RAM, 4...In-vehicle tablet device, 401A... Transmission/reception antenna, 401... Wireless communication unit, 402... Control unit, 403... Storage device, 404... Operation unit, 405... Work schedule file, 406... Driving history file, 407... Wheel chock data file, 408... Clock circuit, 409... External I/F, 409T...Connection end, 410...GPS section, 410A...GPS antenna, 411...Display section, 412...Touch sensor, 413...Touch panel, 414...Audio output section, 415...Speaker, 421...Driving history creation section , 422... Work determination section, 423... Parking determination section, 424... Wheel stop determination section, 425... Notification processing section, 431... Near field wireless communication section, 431A... Near field wireless communication antenna, 5... Network, 6... Dynamic management Server, 601T...Connection end, 601...Communication I/F, 602...Control unit, 603...Storage device, 604...Map DB, 605...Road network DB, 606...Work schedule control unit, 607...Work schedule file by worker , 608... Driving history control unit, 609... Driving history file by work, 610... Wheel chock data processing unit, 611... Wheel chock data file by worker, 7... External device

Claims (7)

A tire that prevents movement of a parked vehicle by having a first surface contact the ground and a second surface contacting a tread surface of the tire of the parked vehicle that contacts the ground. A tire wheel chock management system configured by wirelessly connecting a wheel chock device and a mobile information terminal used near the vehicle,
The tire wheel chock device includes:
a switch means provided on the second surface and turned on when the second surface is brought into contact with the tread surface of the tire and turned off when the second surface is separated from the tread surface;
and transmitting means for transmitting a predetermined transmission signal when the switch means is turned on,
The mobile information terminal is
Receiving means for receiving the predetermined transmission signal transmitted through the transmission means of the tire chock device;
Parking determination means for determining whether the vehicle is in a parked state;
Tire chock determining means for determining whether or not the predetermined transmission signal is received through the receiving means when the parking determining means determines that the vehicle is in a parked state;
schedule information storage means for storing schedule information regarding work performed using the vehicle;
work determination means for determining whether work is in progress based on the schedule information in the schedule information storage means and the current date and time;
Equipped with
The parking determining means determines that the vehicle is in a parked state when the work determining means determines that the vehicle is in operation and the vehicle has stopped.
A tire chock management system characterized by: The tire wheel chock management system according to claim 1 ,
The parking determination means determines whether the vehicle has stopped based on the current position sequentially measured by the current position positioning means or based on vehicle speed pulse information provided from the vehicle. Features a tire chock management system. The tire stop management system according to claim 1,
The mobile information terminal is
Notifying means for notifying that the tire chock device is not installed when the tire chock determining means determines that the predetermined transmission signal is not received;
A tire wheel chock management system characterized by comprising: The tire wheel chock management system according to claim 1,
The mobile information terminal is
Current position positioning means for positioning the current position;
Wheel chock information that, when the tire chock determining means determines that the predetermined transmission signal has been received, acquires the current position through the current position positioning means and records it in the wheel chock information storage means as wheel chock position information. A tire chock management system comprising: a recording means; The tire wheel chock management system according to claim 4,
comprising a dynamic management server connectable to the mobile information terminal,
The mobile information terminal includes wheel stop information providing means for providing the wheel stop position information stored in the wheel stop information storage means to the dynamic management server,
The dynamic management server is
wheel stop position information receiving means for receiving the wheel stop position information from the mobile information terminal;
Wheel chock information recording means for recording the wheel chock position information received through the wheel chock position information receiving means in a worker-specific wheel chock information storage means for each worker who is a user of the mobile information terminal. A tire chock management system featuring: The tire wheel chock management system according to claim 3 ,
The mobile information terminal is
Current position positioning means for positioning the current position;
and notification information recording means for acquiring the current position through the current position positioning means and recording it in the notification information storage means as the notification position information when it is notified through the notification means that the tire wheel chock device is not installed. A tire chock management system featuring: The tire chock management system according to claim 6,
comprising a dynamic management server connectable to the mobile information terminal,
The mobile information terminal includes broadcast information providing means for providing the broadcast position information stored in the broadcast information storage means to the dynamic management server,
The dynamic management server is
broadcast position information receiving means for receiving the broadcast position information from the mobile information terminal;
and a broadcast information recording means for recording the broadcast position information received through the broadcast position information receiving means in a worker-specific broadcast information storage means for each worker who is a user of the mobile information terminal. Tire chock management system.

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