Cargo compartment inspection system, cargo compartment inspection program, and storage medium

Abstract

We provide a cargo compartment confirmation system and a cargo compartment confirmation program that can accurately calculate the loading status of the cargo compartment. [Solution] The cargo compartment confirmation system 1 is a system for confirming the state of the cargo compartment of a vehicle, and comprises a cargo compartment sensor 11 that acquires three-dimensional data of the cargo compartment, first data showing the three-dimensional data acquired by the cargo compartment sensor 11 during a first period before the start of cargo handling operations for goods to be transported in the cargo compartment, and second data showing the three-dimensional data acquired by the cargo compartment sensor 11 continuously or intermittently during a second period from the start to the end of cargo handling operations, and a processing unit 15 that calculates the loading state of the cargo compartment based on these.

Description

Technical Field

[0001] The present invention relates to a cargo compartment confirmation system, a cargo compartment confirmation program, and a storage medium for confirming the state of a cargo compartment of a vehicle.

Background Art

[0002] In transportation vehicles such as trucks and trailers, improving the loading state in the cargo compartment where goods are loaded, more specifically, improving the loading rate, is important from the viewpoints of reducing transportation costs and environmental loads. The loading rate represents the ratio of the volume occupied by goods in the cargo compartment. In order to improve the loading rate, it is necessary to check the state of the cargo compartment, and Patent Document 1 discloses a technology that enables this.

[0003] That is, in the technology disclosed in Patent Document 1, using the image data obtained from a camera attached to the cargo compartment, the volume of the space in the empty state, which is the volume of the space in the cargo compartment when it is empty, and the volume of the space in the loaded state, which is the volume of the space in the cargo compartment when goods are loaded, are calculated. The volume of the space occupied by the goods is calculated by subtracting the volume of the space in the loaded state from the volume of the space in the empty state, and the loading rate is calculated by comparing this value with the volume at maximum loading. Hereinafter, the technology disclosed in Patent Document 1 will be referred to as the prior art.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Conventional methods for calculating the loading rate assume that cargo is loaded by filling the front of the cargo compartment. Therefore, conventional methods may not be able to accurately calculate the loading rate if the above assumption is not met, for example, if cargo is not loaded by filling the front of the cargo compartment and gaps are created between the cargo. Thus, conventional methods have difficulty calculating loading conditions that correspond to various scenarios that may actually occur.

[0006] The present invention has been made in view of the above circumstances, and its purpose is to provide a cargo compartment confirmation system, a cargo compartment confirmation program, and a storage medium that can accurately calculate the loading state of the cargo compartment. [Means for solving the problem]

[0007] A cargo compartment confirmation system according to one aspect of this disclosure is: A system for checking the condition of the cargo compartment (3) of a vehicle (2), Cargo compartment sensors (11, 11a, 11b) acquire three-dimensional data of the cargo compartment, A processing unit (15) calculates the loading state of the cargo compartment based on: first data showing three-dimensional data acquired by cargo compartment sensors during the first period before the start of cargo handling operations for goods to be transported in the cargo compartment; and second data showing three-dimensional data acquired continuously or intermittently by cargo compartment sensors during the second period from the start to the end of cargo handling operations. It is equipped with.

[0008] A cargo compartment verification program according to one aspect of this disclosure is: A program for checking the condition of the cargo compartment (3) of a vehicle (2), In the processor, In the first period before loading and unloading operations for the cargo to be transported in the cargo compartment begin, first data corresponding to the three-dimensional data of the cargo compartment is acquired by cargo compartment sensors (11, 11a, 11b), During the second period from the start to the end of the cargo handling operation, second data corresponding to the three-dimensional data of the cargo compartment is acquired continuously or intermittently by cargo compartment sensors, Based on the first and second data sets, calculate the loading status of the cargo compartment, Make it run.

[0009] A storage medium according to one aspect of this disclosure is The cargo area confirmation program has been stored. It is a computer-readable, non-transitional storage medium.

[0010] According to this, it becomes possible to understand the cargo handling process, that is, the cargo loading process, based on the second data, and as a result, the precise state of the cargo inside the cargo compartment can be recognized. Therefore, with the above configuration, even if cargo is loaded in such a way that there are gaps between the cargo, the loading state of the cargo compartment can be calculated while taking these gaps into consideration. Thus, with the above configuration, the loading state of the cargo compartment can be calculated with high accuracy. [Brief explanation of the drawing]

[0011] [Figure 1] Figure 1 is a schematic diagram showing the configuration of the cargo compartment inspection system according to the first embodiment. [Figure 2] Figure 2 is a schematic diagram showing the configuration of a vehicle according to the first embodiment. [Figure 3] Figure 3 shows a specific example of the cargo compartment's empty space being effective empty space according to the first embodiment. [Figure 4] Figure 4 shows a specific example in which the empty space in the cargo compartment according to the first embodiment is not usable empty space. [Figure 5] Figure 5 is a diagram illustrating how to understand the process of loading cargo according to the first embodiment. [Figure 6] Figure 6 shows an example of a processing flow executed during the first period when a camera is used as the cargo compartment sensor according to the first embodiment. [Figure 7] Figure 7 shows an example of the processing flow executed during the first period when LiDAR is used as the cargo compartment sensor according to the first embodiment. [Figure 8]FIG. 8 is a diagram showing an example of a first processing flow related to data acquisition executed in the second period according to the first embodiment. [Figure 9] FIG. 9 is a diagram showing an example of a second processing flow related to data acquisition executed in the second period according to the first embodiment. [Figure 10] FIG. 10 is a diagram showing an example of a processing flow related to image processing executed in the second period according to the first embodiment. [Figure 11] FIG. 11 is a diagram showing an example of specific contents of a calculation process for the effective free space of the luggage compartment according to the first embodiment. [Figure 12] FIG. 12 is a diagram showing an example of specific contents of display on the screen of the user terminal when the luggage compartment of the vehicle according to the first embodiment is of the sliding door type. [Figure 13] FIG. 13 is a diagram showing an example of specific contents of display on the screen of the user terminal when the luggage compartment of the vehicle according to the first embodiment is of the wing type. [Figure 14] FIG. 14 is a diagram schematically showing a first configuration example of a vehicle according to the second embodiment. [Figure 15] FIG. 15 is a diagram schematically showing a second configuration example of a vehicle according to the second embodiment.

MODE FOR CARRYING OUT THE INVENTION

[0012] Hereinafter, a plurality of embodiments will be described with reference to the drawings. In each embodiment, substantially the same configurations are denoted by the same reference numerals and the description thereof is omitted. (First Embodiment) Hereinafter, the first embodiment will be described with reference to FIGS. 1 to 13.

[0013] <Regarding the luggage compartment confirmation system> As shown in Figure 1, the cargo compartment confirmation system 1 of this embodiment is a system for confirming the status of the cargo compartment 3 of a vehicle 2, as shown in Figure 2 and other figures, and includes an in-vehicle device 4 mounted on the vehicle 2, a server 5 provided outside the vehicle 2, and multiple user terminals 6 each owned by multiple users. In this embodiment, a configuration including one in-vehicle device 4 is illustrated, but the number of in-vehicle devices 4 is not limited to this, and there may be two or more. Also, in this embodiment, a configuration including three user terminals 6 is illustrated, but the number of user terminals 6 is not limited to this, and there may be one, two, or four or more.

[0014] The in-vehicle equipment 4 includes a cargo compartment sensor 11, a vehicle-side processing unit 12, and a communication device 13. The cargo compartment sensor 11 is for acquiring three-dimensional data, which will be described later, and can employ a camera or LiDAR. LiDAR is an abbreviation for Light Detection And Ranging. As shown in Figure 2, the cargo compartment sensor 11 is mounted on the upper rear end of the cargo compartment 3 of a vehicle 2, such as a transport vehicle like a truck, and is configured to be able to image or measure an area that covers almost the entire area within the cargo compartment 3. In this specification, the direction along the direction of travel of the vehicle 2 is defined as the longitudinal direction of the cargo compartment 3, and the horizontal direction perpendicular to the longitudinal direction is defined as the left-right direction of the cargo compartment 3.

[0015] When a camera is used as the cargo compartment sensor 11, three-dimensional data is obtained by performing predetermined processing on the image data captured by the camera. When a LiDAR is used as the cargo compartment sensor 11, three-dimensional data is obtained as data output from the LiDAR. In this embodiment, the three-dimensional data is three-dimensional point cloud data obtained by extracting point clouds from image data. Note that the three-dimensional data can be any data that shows the shape of an object, and may be line data obtained by extracting lines from image data, or surface cloud data obtained by extracting surfaces from image data.

[0016] The vehicle-side processing unit 12 is a vehicle edge CPU and performs various processes as follows: The vehicle-side processing unit 12 performs motion control processing to control the operation of the cargo compartment sensor 11. The motion control processing includes the process of acquiring three-dimensional data of the cargo compartment 3 by operating the cargo compartment sensor 11 during a first period before the loading and unloading of the cargo L to be transported in the cargo compartment 3 begins. In other words, the motion control processing includes the process of acquiring three-dimensional data of the cargo compartment 3 by operating the cargo compartment sensor 11 during a first period when the cargo compartment 3 is empty. Note that loading and unloading operations mean that at least one of loading and unloading of the cargo L to be transported is performed in the cargo compartment 3.

[0017] Furthermore, the motion control process includes a process to acquire three-dimensional data of the cargo compartment 3 by operating the cargo compartment sensor 11 continuously or intermittently during the second period from the start to the end of the cargo handling operation. Hereinafter, the three-dimensional data acquired during the first period may be referred to as the first data, and the three-dimensional data acquired during the second period may be referred to as the second data. The first data represents the state inside the cargo compartment 3 when it is empty. The second data represents the process of cargo handling operations being carried out inside the cargo compartment 3 over time.

[0018] The vehicle-side processing unit 12 communicates with the server 5 via the communication device 13 and can send and receive various types of data. The server 5, also known as a cloud, is equipped with an external-side processing unit 14. The server 5 communicates with the user terminal 6 and can send and receive various types of data. The user terminal 6 is, for example, a smartphone or tablet device with communication and display functions. In this case, the user terminal 6 is assumed to have a dedicated application installed for checking the status of the cargo compartment 3.

[0019] The vehicle-side processing unit 12, in cooperation with the external-side processing unit 14 included in the server 5 via the above communication, performs processes such as calculating the loading status of the cargo compartment 3. In other words, in this embodiment, the vehicle-side processing unit 12 provided in the vehicle 2 and the external-side processing unit 14 provided outside the vehicle 2 constitute a processing unit 15 that performs various processes for checking the status of the cargo compartment 3. In the following description, among the various processes performed by the processing unit 15, processes that can be performed by either the vehicle-side processing unit 12 or the external-side processing unit 14 will be described with the processing unit 15 as the subject.

[0020] The processing unit 15 performs a loading state calculation process to calculate the loading state of the cargo compartment 3 based on the first data and the second data. The loading state includes the loading rate of the cargo compartment 3. The external processing unit 14 performs a loading state display process to display the loading state calculated by the loading state calculation process. When the loading state display process is executed, the loading state and other information are displayed on the screens of all or some of the user terminals 6.

[0021] The processing unit 15 executes an image generation process to generate a map image representing the state of the internal space of the cargo compartment 3 based on the second data. The external processing unit 14 executes a map display process to display the map image generated by the image generation process. As a result of the map display process, the map image is displayed on the screens of all or some of the user terminals 6.

[0022] The processing unit 15 executes a space availability calculation process to calculate the available space in the cargo compartment 3 based on the first and second data. The external processing unit 14 executes an available space display process to display the available space calculated by the space availability calculation process. When the available space display process is executed, the available space is displayed on the screens of all or some of the user terminals 6. The external processing unit 14 also executes an available space notification process to notify the user terminals 6 of the available space calculated by the space availability calculation process.

[0023] Effective empty space refers to the empty space in the cargo compartment 3 where no objects such as luggage L are placed, and where luggage L can be loaded. In other words, if the cargo compartment 3 of the vehicle 2 is of the so-called double-door type, as shown in Figure 3, if there is empty space Sa near the rear door 31 of the cargo compartment 3, that empty space Sa is effective empty space because luggage L can be loaded there. Conversely, as shown in Figure 4, if there is empty space Sb in front of the cargo compartment 3, that empty space Sb is not effective empty space because luggage L cannot be loaded there. Note that in Figures 3 and 4, only some luggage is labeled with the symbol L, and the symbols for other luggage are omitted.

[0024] <Regarding the loading process for cargo> The cargo compartment confirmation system 1 can understand the process of loading cargo L into the cargo compartment 3 by operating the cargo compartment sensor 11 continuously or intermittently during the second period. Below, an example of understanding such a process will be explained with reference to Figure 5. Here, an example is shown in which a camera is used as the cargo compartment sensor 11. In Figure 5, the left figure shows the cargo compartment 3 from the side with a portion of it transparent, the center figure shows the image captured by the cargo compartment sensor 11, and the right figure shows the cargo compartment 3 from above with a portion of it transparent. Also, Figure 5 is arranged in chronological order from top to bottom.

[0025] At time ta, luggage LA, luggage LB, and luggage LC are loaded into the front of luggage compartment 3. At time tb, loading of luggage LD, luggage LE, and luggage LF has begun. At time tc, loading of luggage LD, luggage LE, and luggage LF is in progress. At time td, luggage LD, luggage LE, and luggage LF are loaded into the front, adjacent to the previously loaded luggage LA-LC. At time te, luggage LG is stacked on top of the previously loaded luggage LA-LF, covering them.

[0026] In this way, the cargo compartment confirmation system 1 can understand the loading process of each of the cargo items LA to LG. Therefore, according to the cargo compartment confirmation system 1, it is possible to accurately determine the position and shape of all loaded cargo items LA to LG, including not only the positions of cargo items LD to LF and cargo item LG that were loaded later, which can be determined from the image captured by the cargo compartment sensor 11, but also cargo items LA to LC that were loaded further ahead and hidden by those cargo items. Furthermore, according to the cargo compartment confirmation system 1, if, for example, cargo item LB has not been loaded, it is possible to determine that there is an empty space in front of cargo item LE and between cargo items LA and LB.

[0027] <About the cargo space inspection program> In the cargo compartment confirmation system 1, both the vehicle-side processing unit 12 and the external-side processing unit 14 are equipped with processors. A processor is a component of a computer that includes processing units responsible for data calculation and conversion, program execution, and control of other devices. Typically, a processor includes a CPU (Central Processing Unit) that controls the entire computer, or an MPU (Micro Processing Unit) that integrates some of the functions of the CPU. Electrical signals processed by the processor are output via output terminals to other devices that are the target of control or information transmission.

[0028] The processors in the vehicle-side processing unit 12 and the external-side processing unit 14 execute a cargo compartment confirmation program to check the status of the cargo compartment 3 of the vehicle 2. The cargo compartment confirmation program is stored in the storage unit 21. The storage unit 21 is a non-transitional tangible storage medium that non-transitionally stores data and programs that can be read by processors and computers. The storage unit 21 has both volatile memory and non-volatile memory.

[0029] The storage unit 21 can be of the memory type, disk type, tape type, etc. In the drawings, the storage unit 21 is shown independently of the other components. However, this storage unit 21 is included in at least one of these components. The reason for showing the storage unit 21 independently of the other components in the drawings is to avoid complicated or limited representations of the program's storage location.

[0030] The specific details of each process performed when the cargo compartment confirmation program is executed are as shown in the example process flows in Figures 6 to 11. In this case, for example, the vehicle-side processing unit 12 performs the process flow shown in Figure 8. Also, in this case, for example, the external-side processing unit 14 performs the process flow shown in Figure 11. Furthermore, in this case, the process flows shown in Figures 6, 7, 9, and 10 are performed by either the vehicle-side processing unit 12 or the external-side processing unit 14. In the explanation of each example process flow, the processing unit 15 will be used as the subject of the explanation, regardless of whether the processing is performed by the vehicle-side processing unit 12 or the external-side processing unit 14.

[0031] [1] Example of a processing flow to be executed in the first period The processing flow executed in the first period differs depending on whether a camera is used as the cargo compartment sensor 11 or a LiDAR is used as the cargo compartment sensor 11. When a camera is used as the cargo compartment sensor 11, the processing shown in Figure 6 is executed in the first period. In step S101, the processing unit 15 operates the cargo compartment sensor 11 and acquires the image data captured by the cargo compartment sensor 11.

[0032] After step S101 is executed, steps S102 to S106 are executed in order to perform various image processing using the image data acquired in step S101. In step S102, the processing unit 15 extracts feature points inside the cargo compartment 3, i.e., the interior of the compartment. In step S103, the processing unit 15 calculates the amount of change between images. In step S104, the processing unit 15 generates a depth image. In step S105, the processing unit 15 combines the depth image generated in step S104 with the feature points extracted in step S102. In step S106, the processing unit 15 acquires three-dimensional data of the cargo compartment 3 as a result of the combination in step S105.

[0033] The three-dimensional data of cargo compartment 3 acquired in step S106 represents cargo compartment 3 during the first period when it is empty, and the volume of the space of cargo compartment 3 represented by this data becomes the volume of the space when cargo compartment 3 is empty. This volume of the space when cargo compartment 3 is empty is used as an initial value, as described later. Note that if there is cargo in cargo compartment 3 that is not to be transported, the volume of the space when cargo compartment 3 is empty obtained as an initial value will be smaller than when there is no cargo in cargo compartment 3 at all. After step S106 is executed, the process proceeds to step S107. In step S107, the processing unit 15 generates a loading position map, which is a map image representing the state of the internal space of cargo compartment 3, based on the three-dimensional data acquired in step S106. After step S107 is executed, this processing flow ends.

[0034] When LiDAR is used as the cargo compartment sensor 11, the processing shown in Figure 7 is performed during the first period. In step S201, the processing unit 15 operates the cargo compartment sensor 11 and acquires the data output from the cargo compartment sensor 11. After the execution of step S201, the process proceeds to step S202. In step S202, the processing unit 15 generates a loading position map based on the data acquired in step S201. After the execution of step S202, this processing flow is completed.

[0035] [2] Example of a processing flow for data acquisition to be performed in the second period It is not practical to keep the cargo compartment sensor 11 running at all times and continuously save the image data obtained from it, due to limitations in the capacity of the storage device that stores the data. Therefore, in this embodiment, the image data is saved to a storage device included in the vehicle-side processing unit 12 or to a storage device included in the external-side processing unit 14, i.e., uploaded to the cloud, depending on whether the door 31 for opening and closing the opening of the cargo compartment 3 is opened or closed.

[0036] Examples of processing flows related to data acquisition include the first processing flow example shown in Figure 8 and the second processing flow example shown in Figure 9. As shown in Figure 8, the first processing flow example makes image data and other data available in real time for use in subsequent image processing flows. In other words, the first processing flow example makes image data and other data available for call in real time for subsequent image processing. In the following explanation, the processing flow related to image processing may be abbreviated as the image processing flow. First, in step S301, the processing unit 15 operates the cargo compartment sensor 11 and starts acquiring image data and other data obtained from the cargo compartment sensor 11.

[0037] After step S301 is executed, the process proceeds to step S302, where the processing unit 15 determines whether the door 31 of the cargo compartment 3 is open or not. This determination can be made using, for example, a door sensor or an image sensor such as a camera. If the door 31 of the cargo compartment 3 is closed, step S302 will result in "NO", and step S302 will be executed again. On the other hand, if the door 31 of the cargo compartment 3 is open, step S302 will result in "YES", and the process proceeds to step S303. In step S303, the processing unit 15 starts saving image data and other data.

[0038] After step S303 is executed, the process proceeds to step S304, where the processing unit 15 sets a cargo handling start flag indicating the start of cargo handling operations, and makes image data from a predetermined time before the door 31 was opened available for use in the image processing flow, i.e., ready to be retrieved. The predetermined time can be, for example, 1 minute. After step S304 is executed, the process proceeds to step S305, where the processing unit 15 determines whether the door 31 has been closed or not. The cargo handling start flag is used in the image processing flow to determine the start of cargo handling operations.

[0039] If door 31 is not closed, step S305 is "NO", and step S305 is executed again. On the other hand, if door 31 is closed, step S305 is "YES", and the process proceeds to step S306. In step S306, processing unit 15 makes image data and other data from the time door 31 is closed up to a predetermined time later available for use in the image processing flow, that is, in a retrieval state.

[0040] After step S306 is executed, the process proceeds to step S307, where the processing unit 15 sets a cargo handling completion flag to indicate the end of the cargo handling operation. The cargo handling completion flag is used in the image processing flow to determine the end of the cargo handling operation. After step S307 is executed, this processing flow ends. According to this example of a first processing flow, image data and other data are made available in real time for use in subsequent image processing flows, thus reducing time lag and improving the real-time nature of calculated loading rates and other data.

[0041] As shown in Figure 9, the second processing flow example saves all image data and other data and makes it available for use in the subsequent image processing flow. In other words, the second processing flow example saves all image data and other data and makes it available for recall (CALL) in the subsequent image processing. First, in step S401, the processing unit 15 operates the cargo compartment sensor 11 and starts acquiring image data and other data obtained from the cargo compartment sensor 11. After executing step S401, the process proceeds to step S402, where the processing unit 15 determines whether the door 31 of the cargo compartment 3 is open or not.

[0042] If the door 31 of cargo compartment 3 is closed, step S402 is "NO", and step S402 is executed again. On the other hand, if the door 31 of cargo compartment 3 is open, step S402 is "YES", and the process proceeds to step S403. In step S403, the processing unit 15 sets the cargo handling start flag. After the execution of step S403, the process proceeds to step S404, where the processing unit 15 determines whether the door 31 has been closed or not. If the door 31 has not been closed, step S404 is "NO", and step S404 is executed again. On the other hand, if the door 31 has been closed, step S404 is "YES", and the process proceeds to step S405.

[0043] In step S405, the processing unit 15 sets a cargo handling completion flag and makes image data, including the period from a predetermined time before the door 31 is opened to a predetermined time after the door 31 is closed, available for use in the image processing flow, i.e., ready to be retrieved. After the execution of step S405, this processing flow ends. According to this example of a second processing flow, the processing content can be simplified because all image data, etc., are saved before being made available for use in the subsequent image processing flow.

[0044] [3] Example of a processing flow for image processing to be performed in the second period The image processing flow is as shown in Figure 10, for example, and is executed in the second period in parallel with the data acquisition processing flow shown in Figures 8 and 9. In step S501, the processing unit 15 determines whether or not cargo handling operations have started. This determination is made based on the cargo handling start flag. Specifically, the processing unit 15 determines that cargo handling operations have started if the cargo handling start flag is set, and determines that cargo handling operations have not started if the cargo handling start flag is not set.

[0045] If cargo handling operations have not yet begun, step S501 will result in "NO," and step S501 will be executed again. On the other hand, if cargo handling operations have begun, step S501 will result in "YES," and the process will proceed to step S502. Steps S502 to S505 are steps for performing various image processing using image data that has been made available, i.e., callable, by the data acquisition processing flow. In step S502, the processing unit 15 extracts the cargo area. In step S503, the processing unit 15 tracks the cargo.

[0046] In step S504, the processing unit 15 extracts the features of the package. In step S505, the processing unit 15 obtains three-dimensional data of the package. After step S505 is completed, the process proceeds to step S506, where the processing unit 15 determines whether the movement of the package has finished. If the movement of the package has not finished, the result in step S506 is "NO", and the process returns to step S503. On the other hand, if the movement of the package has finished, the result in step S506 is "YES", and the process proceeds to step S507. In step S507, the processing unit 15 obtains the loading position of the package.

[0047] After step S507 is completed, the process proceeds to step S508, where the processing unit 15 updates the loading position map to reflect the loaded cargo. After step S508 is completed, the process proceeds to step S509, where the processing unit 15 calculates the loading rate. In this case, the loading rate can be calculated as the ratio of the total volume of the loaded cargo to the initial value. After step S509 is completed, the process proceeds to step S510, where the processing unit 15 determines whether the cargo handling operation has been completed.

[0048] This decision is made based on the cargo handling completion flag. Specifically, the processing unit 15 determines that the cargo handling operation has been completed if the cargo handling completion flag is set, and determines that the cargo handling operation has not been completed if the cargo handling completion flag is not set. If the cargo handling operation has not been completed, the result in step S510 is "NO", and the process returns to step S503. On the other hand, if the cargo handling operation has been completed, the result in step S510 is "YES", and the process proceeds to step S511.

[0049] Step S511 is a process to calculate the available space in the cargo compartment 3, specifically the process shown in Figure 11. In step S601, the processing unit 15 determines whether the available space in the cargo compartment 3 where no objects such as luggage are placed is greater than or equal to a predetermined threshold. The threshold can be set in advance by the user. Specifically, the threshold can be set as the length and width of the space, for example, "1.5m x 1.5m" or "2.0m x 1.5m". If the available space is less than the threshold, the result in step S601 is "NO", and the process proceeds to step S602. In step S602, the processing unit 15 determines that the available space is not available space and therefore does not notify the user, and as a result, no notification of available space is sent.

[0050] On the other hand, if the available space is greater than or equal to the threshold, the result in step S601 is "YES", and the process proceeds to step S603. In step S603, the processing unit 15 determines whether the cargo compartment 3 of the vehicle 2 is a double-door type or a wing type. The double-door type is a type in which there is a door 31 at the rear of the cargo compartment 3, while the wing type is a type in which both sides of the cargo compartment 3 function as doors 31 and open wide, allowing for loading and unloading of cargo. If the cargo compartment 3 is a double-door type, the process proceeds to step S604 after the determination in step S603.

[0051] In step S604, the processing unit 15 determines whether the empty space is at the rear of the cargo compartment 3, or more specifically, whether the empty space is in a position that can be directly accessed from the door 31 of the cargo compartment 3. If the empty space is at the rear of the cargo compartment 3, the result in step S604 is "YES", and the process proceeds to step S605. In step S605, the processing unit 15 determines that the empty space is a valid empty space and therefore is subject to notification, and as a result, issues a notification that a valid empty space exists. On the other hand, if the empty space is not at the rear of the cargo compartment 3, the result in step S604 is "NO", and the process proceeds to step S606. In step S606, the processing unit 15 determines that the empty space is not a valid empty space and therefore is not subject to notification, and as a result, does not issue a notification about a valid empty space.

[0052] On the other hand, if cargo compartment 3 is of the wing type, the process proceeds to step S607 after the determination in step S603. In step S607, the processing unit 15 determines whether the empty space is to the left of cargo compartment 3, or more specifically, whether the empty space is in a position that can be directly accessed from the left side of cargo compartment 3. If the empty space is to the left of cargo compartment 3, the result in step S607 is "YES", and the process proceeds to step S608. In step S608, the processing unit 15 determines that the empty space is to the left of cargo compartment 3 and is an effective empty space, and as a result, it issues a notification that an effective empty space exists to the left of cargo compartment 3.

[0053] On the other hand, if the empty space is to the right of cargo compartment 3, the result in step S607 is "NO", and the process proceeds to step S609. In step S609, the processing unit 15 determines that the empty space is to the right of cargo compartment 3 and is an effective empty space, and as a result, it issues a notification that an effective empty space exists to the right of cargo compartment 3. After the execution of steps S602, S605, S606, S608, or S609, the process of calculating the effective empty space of cargo compartment 3, i.e., step S511, is completed.

[0054] After step S511 is executed, the process proceeds to step S512. In step S512, the processing unit 15 executes various notifications to the user terminal 6 that is the target of the notification, and also updates the various information displayed on the screen of the user terminal 6 that is the target of the display so that it is up to date. The various notifications include notifications of the loading rate and notifications of available free space. The various information includes the loading position map, loading rate, and available free space. After step S512 is executed, this processing flow ends.

[0055] <Example of display on the user's terminal screen> The specific content displayed on the user terminal 6 screen can be, for example, the content shown in Figures 12 and 13. Figure 12 shows an example of the display when the cargo compartment 3 of the vehicle 2 is of the double-door type, and Figure 13 shows an example of the display when the cargo compartment 3 of the vehicle 2 is of the wing type. Image data related to such displays is generated by the processing unit 15. This generated image data is output from the processing unit 15 to the user terminal 6, thereby realizing such displays. As shown in Figures 12 and 13, an area 41 for displaying the vehicle number and cargo compartment type is provided at the top of the screen.

[0056] In the display example in Figure 12, area 41 displays "ABC" as the vehicle number and "double doors" as the cargo compartment type. In the display example in Figure 13, area 41 displays "abc" as the vehicle number and "wing type" as the cargo compartment type. The vehicle number can be any number unique to vehicle 2, for example, the license plate number. The cargo compartment type can be any display that allows identification of whether the cargo compartment type is double doors or wing type.

[0057] As shown in Figures 12 and 13, a loading position map is displayed in the center of the screen in an area 42. The loading position map includes a figure 43 schematically representing the cargo compartment 3, a figure 44 schematically representing the cargo loaded inside the cargo compartment 3, and a figure 45 schematically representing the available space. Figure 43 is shown in a form that allows the interior of the cargo compartment 3 to be seen through. Note that in Figures 12 and 13, only the figures corresponding to some of the cargo are labeled with reference numeral 44, and the reference numerals for the figures corresponding to other cargo are omitted.

[0058] In the display example in Figure 12, area 42 displays a figure 45 representing available space on the left side of the rear of the cargo compartment 3. In the display example in Figure 13, area 42 displays a figure 45 representing available space on the left side of the center of the cargo compartment 3. The figure 45 representing available space is displayed in a manner that is highly visible compared to the other figures 43 and 44. For example, figure 45 can be displayed in a different color from the other figures 43 and 44, or it can be highlighted or flashed.

[0059] As shown in Figures 12 and 13, a region 46 is provided at the bottom of the screen to display the size of the available space and the loading rate. In the display example in Figure 12, region 46 displays "1m × 1m × 2.5m" as the size of the available space and "85%" as the loading rate. In the display example in Figure 13, region 46 displays "1m × 2m × 2.5m" as the size of the available space on the left and "60%" as the loading rate.

[0060] According to the embodiment described above, the following effects can be obtained. The cargo compartment confirmation system 1 of this embodiment includes a processing unit that calculates the accumulation rate of the cargo compartment 3 based on first data, which is three-dimensional data of the cargo compartment 3 acquired by operating the cargo compartment sensor 11 during a first period when the cargo compartment 3 is empty, and second data, which is three-dimensional data of the cargo compartment 3 acquired by operating the cargo compartment sensor 11 continuously or intermittently during a second period from the start to the end of cargo handling operations.

[0061] Here, the second data represents the process of cargo handling operations performed within cargo compartment 3 over time. Therefore, the cargo compartment confirmation system 1 can understand the process of cargo handling operations, that is, the process of loading and unloading cargo, based on the second data, and as a result, it is possible to accurately recognize the state of the cargo within cargo compartment 3.

[0062] Therefore, according to this embodiment, even if the cargo is loaded in such a way that there are gaps between the cargo, the loading rate of the cargo compartment 3 can be calculated while taking these gaps into consideration. Thus, according to this embodiment, the loading rate of the cargo compartment 3 can be calculated with high accuracy. The cargo confirmation system 1 of this embodiment makes it possible to accurately calculate the loading rate, which is used as an important management indicator in the logistics system, and thus can improve the financial strength of transportation companies that transport goods using vehicles 2.

[0063] The processing unit of this embodiment can calculate the available space in the cargo compartment 3 based on the first data and the second data. This allows for accurate calculation of the available space in the cargo compartment 3 for reasons similar to those for the load factor. The processing unit of this embodiment can generate a map image representing the internal space of the cargo compartment 3 based on the second data. This allows for the generation of a highly accurate map image for reasons similar to those for the load factor.

[0064] The processing unit of this embodiment can display the calculated loading rate, calculated available space, and generated map image on the user terminal 6. This allows the user to accurately recognize the loading status of the cargo compartment 3 of the vehicle 2 and determine what cargo can be loaded. The cargo compartment confirmation system 1 of this embodiment can be even more effective when applied, for example, to joint delivery.

[0065] For example, suppose vehicle 2 is a truck that visits multiple locations, and the user of cargo compartment confirmation system 1 is a shipper waiting to load cargo at the second location. In this case, when vehicle 2 has finished loading cargo at the first location, cargo compartment confirmation system 1 can notify or display the loading rate of the cargo compartment 3 of vehicle 2, the available space, etc., on the user terminal 6 held by the aforementioned user.

[0066] According to this, by checking the notification or display on the user terminal 6, the user can accurately understand the loading rate and available space in the cargo compartment 3 of the upcoming vehicle 2, and as a result, determine what kind of cargo to prepare at the second location. In this case, if the user, who is the shipper at the second location, always prepares palletized cargo, the cargo compartment confirmation system 1 can change the notification or display to the user terminal 6 to something easier to understand, such as "there is enough space for two pallets."

[0067] In such cases, even if the shipper at the first location is a user of the cargo compartment confirmation system 1, that user has little immediate need to know the loading rate or available space in cargo compartment 3. Therefore, the cargo compartment confirmation system 1 does not need to provide immediate notification to the user terminal 6 held by the user who is the shipper at the first location, and can instead display information such as the current loading rate of their cargo. Furthermore, in such cases, if the cargo compartment confirmation system 1 acquires the location information of the vehicle 2, it can also calculate the cargo load individually for each shipper at multiple locations by linking with that location information.

[0068] The cargo compartment confirmation system 1 of this embodiment can accurately calculate the loading rate and effective empty space of the cargo compartment 3, thus providing the following benefits. Specifically, it is possible to calculate loading efficiency based on the difference between the loading rate and the effective empty space. If the discrepancy between the loading rate and the effective empty space is large, it will result in poor loading efficiency. When a user receives such a result, there may be unavoidable cases, such as when there are many items that are difficult to stack, but in cases other than such, the user can consider measures such as improving the way the cargo is loaded.

[0069] (Second Embodiment) The second embodiment will be described below with reference to Figures 14 and 15. In the first embodiment, a configuration in which one cargo compartment sensor 11 is provided in the cargo compartment 3 of one vehicle 2 was illustrated, but a configuration in which multiple cargo compartment sensors 11 are provided in the cargo compartment 3 of one vehicle 2 is also possible.

[0070] As shown in the first configuration example in Figure 14, if the vehicle 2 is a large truck, two cargo compartment sensors 11a and 11b can be provided in the cargo compartment 3. In this case, the cargo compartment sensor 11a is mounted on the upper part of the front end of the cargo compartment 3 and is configured to capture or measure an area covering approximately the entire front half of the cargo compartment 3. In this case, the cargo compartment sensor 11b is mounted on the upper part of the rear end of the cargo compartment 3 and is configured to capture or measure an area covering approximately the entire rear half of the cargo compartment 3.

[0071] As shown in the second configuration example in Figure 15, if the vehicle 2 is a medium-sized truck and the cargo compartment 3 is divided into two areas 3a and 3b by a partition 51 near the center, two cargo compartment sensors 11a and 11b can be provided in the cargo compartment 3. In this case, the cargo compartment sensor 11a is mounted on the upper part of the front end of the cargo compartment 3 and is configured to capture or measure an area that covers almost the entire area 3a within the cargo compartment 3. In this case, the cargo compartment sensor 11b is mounted on the upper part of the rear end of the cargo compartment 3 and is configured to capture or measure an area that covers almost the entire area 3b within the cargo compartment 3.

[0072] As described above, the embodiment is configured such that multiple cargo compartment sensors 11a and 11b are provided in the cargo compartment 3 of a single vehicle 2, and the following effects can be obtained. That is, as shown in Figure 14, even in configurations where a single cargo compartment sensor 11 cannot image or measure the entire area within the cargo compartment 3, such as when the vehicle 2 is a large truck or when the cargo compartment 3 is divided into two areas 3a and 3b, the configuration with two cargo compartment sensors 11a and 11b makes it possible to image or measure the area within the cargo compartment 3, covering almost the entire area.

[0073] Therefore, according to the configuration of this embodiment, even if the vehicle 2 is a large truck or the cargo compartment 3 is divided into two areas 3a and 3b, it becomes possible to grasp the process of cargo handling, that is, the process of loading cargo, based on the second data obtained from each of the two cargo compartment sensors 11a and 11b, and as a result, the precise state of the cargo inside the cargo compartment 3 can be recognized.

[0074] (Other embodiments) It should be noted that the present invention is not limited to the embodiments described above and shown in the drawings, and can be arbitrarily modified, combined, or expanded without departing from its essence. The numerical values ​​and other figures shown in each of the above embodiments are illustrative examples and are not limiting. The mounting positions of the cargo compartment sensors 11, 11a, and 11b on the vehicle 2 can be changed as appropriate, as long as it is within a range where three-dimensional data of the cargo compartment 3 can be acquired.

[0075] This disclosure is described in accordance with the embodiments, but it is understood that this disclosure is not limited to such embodiments or structures. This disclosure also includes various modifications and variations within the equivalence. In addition, various combinations and forms, as well as other combinations and forms that include only one, more, or fewer of those elements, fall within the scope and concept of this disclosure.

[0076] The control unit and method described herein may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. Alternatively, the control unit and method described herein may be implemented by a dedicated computer provided by configuring a processor by one or more dedicated hardware logic circuits. Alternatively, the control unit and method described herein may be implemented by one or more dedicated computers configured by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium. [Explanation of symbols]

[0077] 1...Cargo compartment confirmation system, 2...Vehicle, 3...Cargo compartment, 3a, 3b...Area, 11, 11a, 11b...Cargo compartment sensor, 12...Vehicle-side processing unit, 14...External-side processing unit, 15...Processing unit.

Claims

1. A cargo compartment confirmation system for checking the condition of the cargo compartment (3) of a vehicle (2), A cargo compartment sensor (11, 11a, 11b) that acquires three-dimensional data of the cargo compartment, A processing unit (15) calculates the loading state of the cargo compartment based on: first data showing the three-dimensional data acquired by the cargo compartment sensor during a first period before the start of cargo handling operations for the cargo to be transported in the cargo compartment; and second data showing the three-dimensional data acquired continuously or intermittently by the cargo compartment sensor during a second period from the start to the end of the cargo handling operations. A cargo area inspection system equipped with this feature.

2. The cargo compartment confirmation system according to claim 1, wherein the processing unit displays the calculated loading status on a user terminal.

3. The cargo compartment confirmation system according to claim 1 or 2, wherein the processing unit generates a map image representing the state of the internal space of the cargo compartment based on the second data, and displays the generated map image on a user terminal.

4. The cargo compartment confirmation system according to claim 1 or 2, wherein the processing unit calculates the effective empty space of the cargo compartment based on the first data and the second data.

5. The cargo compartment confirmation system according to claim 4, wherein the processing unit displays the calculated effective free space on a user terminal.

6. The cargo compartment is divided into several areas (3a, 3b), The cargo compartment confirmation system according to claim 1, wherein the cargo compartment sensors (11a, 11b) are provided in each of the plurality of regions.

7. A cargo compartment inspection program for checking the condition of the cargo compartment (3) of a vehicle (2), In the processor, During the first period before the loading and unloading of cargo to be transported in the cargo compartment begins, first data corresponding to the three-dimensional data of the cargo compartment is acquired by cargo compartment sensors (11, 11a, 11b), During the second period from the start to the end of the cargo handling operation, the cargo compartment sensor continuously or intermittently acquires second data corresponding to the three-dimensional data of the cargo compartment. The loading state of the cargo compartment is calculated based on the first data and the second data, A cargo compartment inspection program that enables the execution of this process.

8. The aforementioned processor, The cargo compartment confirmation program according to claim 7, which causes the calculated loading status to be displayed on a user terminal.

9. The aforementioned processor, Based on the second data, a map image representing the state of the interior space of the cargo compartment is generated, The generated map image is displayed on the user's terminal, A cargo compartment inspection program as described in 7 or 8, which is used to perform the inspection.

10. The aforementioned processor, A cargo compartment confirmation program according to claim 7 or 8, which causes the program to calculate the effective empty space in the cargo compartment based on the first data and the second data.

11. The aforementioned processor, The cargo space confirmation program according to claim 10, which causes the calculated effective free space to be displayed on the user terminal.

12. A cargo compartment confirmation program according to claim 7 or 8 is stored. A computer-readable, non-transitional storage medium.

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