Cargo platform control device, cargo platform control method, and cargo platform control program

Abstract

To provide a loading platform control device which can reduce a load required for carrying-in work or carrying-out work by a person while suppressing complication of a person's work process.SOLUTION: A CPU 42 determines whether a person carries in a cargo in a cargo compartment on the basis of image data Dlug in the cargo compartment. When determining that it carries in the cargo, the CPU 42 outputs a command value for reducing a relative height in front relative to a rear part of a loading platform by a predetermined amount to a suspension ECU 10. The suspension ECU 10 operates suspensions 12 to 18 so as to lower the relative height in front relative to the rear part of the loading platform by the predetermined amount.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a loading platform control device, a loading platform control method, and a loading platform control program. [Background technology]

[0002] For example, the following Patent Document 1 describes a vehicle such as a truck with an adjustable bed height. Also, a technique is known for manually adjusting the height of the front side of the bed relative to the rear side of the bed. According to this technique, for example, when carrying out luggage, the height of the front side of the bed relative to the rear side of the bed can be increased to reduce the load on a person carrying out the luggage. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-111859 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the above technology, the height of the front side of the loading platform relative to the rear side of the vehicle must be manually adjusted when transporting and unloading luggage, making the work process complicated. [Means for solving the problem]

[0005] Means for solving the above problems and their effects will be described below. In a loading platform control device (40) applied to a vehicle (VC) equipped with a loading compartment (LR), the vehicle is equipped with an imaging device (50) that captures images of the inside of the loading compartment, and an adjustment device (12-18) that adjusts the inclination of the loading platform, and the loading platform control device executes a setting process (S16, S20: S16a, S20a) that sets a command value (ΔH) for the inclination of the loading platform based on the movement of a person indicated by image data output by the imaging device, and an output process (S22) that outputs a signal related to the command value to the adjustment device in order to control the inclination of the loading platform to the command value.

[0006] In the above configuration, a command value for the inclination of the loading platform is set based on the human movement shown in the image data, and the command value is output to the adjustment device. Therefore, the inclination of the loading platform can be controlled according to the human movement. Therefore, during loading or unloading work, the inclination of the loading platform can be set to an appropriate value for the work without manual input operation by a human. Therefore, it is possible to reduce the burden on the human loading or unloading work while preventing the human work process from becoming complicated. [Brief description of the drawings]

[0007] [Figure 1] 1 is a side view showing a vehicle according to a first embodiment. [Diagram 2] FIG. 2 is a block diagram showing a configuration of an in-vehicle device according to the embodiment. [Diagram 3] 4 is a flowchart showing a procedure of a process executed by an image ECU according to the embodiment. [Figure 4] 6A and 6B are diagrams showing the effect of the embodiment; [Diagram 5] 10 is a flowchart showing a procedure of a process executed by an image ECU according to a second embodiment. [Figure 6] 13 is a flowchart showing a procedure of a process executed by an image ECU according to a third embodiment. [Figure 7] 11A to 11C are diagrams showing the effects of the embodiment. [Figure 8] 11A to 11C are diagrams showing the effects of the embodiment. [Figure 9]FIG. 13 is a block diagram showing the configuration of a carrier control system according to a fourth embodiment. [Figure 10] 4(a) and (b) are flowcharts showing the procedure of processing executed by the above system. [Figure 11] FIG. 13 is a diagram showing a configuration of a vehicle according to a modification of the above embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] <First embodiment> Hereinafter, the first embodiment will be described with reference to the drawings. A vehicle VC according to this embodiment is shown in Fig. 1. As shown in Fig. 1, the vehicle VC has a luggage compartment LR on a luggage platform LF for carrying luggage.

[0009] FIG. 2 shows some of the equipment provided in the vehicle VC. The suspension ECU 10 adjusts the height of the vehicle VC by operating the suspensions 12 to 18. The suspensions 12 to 18 are actuators that adjust the height of the vehicle. In detail, the suspension 12 is an actuator provided on the right side of the front wheels WF shown in FIG. 1, and the suspension 14 is an actuator provided on the left side of the front wheels WF. The suspension 16 is an actuator provided on the right side of the rear wheels WR shown in FIG. 1, and the suspension 18 is an actuator provided on the left side of the rear wheels WR.

[0010] The drive system ECU 20 controls the drive of the vehicle VC by operating a vehicle thrust generating device 22 such as an internal combustion engine or a rotating electric machine. When controlling the drive system ECU 20, it refers to detection values ​​of various sensors such as a gradient measurement sensor 24. The gradient measurement sensor 24 is, for example, a longitudinal acceleration sensor that detects an acceleration component applied in the longitudinal direction of the vehicle VC. Alternatively, it may be a sensor that outputs a detection value of the gradient of the vehicle VC. Here, the detection value of the gradient may be calculated inside the sensor based on the acceleration component applied to the sensor. Note that the drive system ECU 20 may refer to position data Dgps from a global positioning system (GPS 32) and map data 34 via a communication line 30, and calculate the gradient of the road surface on which the vehicle is located based on this. That is, when gradient information at the position indicated by the position data Dgps is indicated in the map data 34, the gradient information may be used alone as gradient information of the road surface on which the vehicle VC is located. Alternatively, the gradient of the road surface on which the vehicle VC is located may be identified by referring to gradient information indicated by the map data 34 and the detection value of the gradient measurement sensor 24.

[0011] The image ECU 40 processes image data Drag output by a luggage compartment camera 50, which is a camera provided in the luggage compartment LR of the vehicle VC. The image ECU 40 may also refer to an output signal of a human interface 52. The image ECU 40 includes a CPU 42, a ROM 44, a storage device 46, and a peripheral circuit 48, which are capable of communicating with each other via a communication line 49. The storage device 46 is an electrically rewritable non-volatile memory. The peripheral circuit 48 includes a circuit for generating a clock signal that regulates the internal operation, a power supply circuit, a reset circuit, and the like.

[0012] The image ECU 40 generates a command value ΔH for adjusting the relative height of the front DF of the vehicle VC relative to the rear DR of the vehicle VC shown in FIG. 1 in the loading platform LF in response to the movement of a person in the loading space LR, and outputs the command value ΔH to the suspension ECU 10. This will be described in detail below.

[0013] Fig. 3 shows the procedure of the process related to the command value ΔH. The process shown in Fig. 3 is realized by the CPU 42 repeatedly executing the platform control program 44a and the behavior analysis program 44b stored in the ROM 44, for example, at a predetermined interval. In the following, the step number of each process is represented by a number preceded by "S".

[0014] In the series of processes shown in FIG. 3, the CPU 42 first acquires the image data Drag (S10). Next, the CPU 42 determines the behavior of a person in the luggage compartment by inputting the image data Drag into a mapping defined by the mapping data 46a stored in the storage device 46 shown in FIG. 2 (S12). This mapping is a combination of a convolutional neural network (CNN) and a recurrent neural network (RNN), as described in "Proposal of a 3D Convolutional RNN for Video Recognition (Asatani et al.)". In detail, it is a structure in which a 3D convolutional layer in which nodes of the convolutional layer used in CNN are also connected in the time axis direction, a pooling layer for responding to positional fluctuations of the image, and an RNN layer for recognizing time-series information are combined. The output layer of the neural network has three nodes, and each output variable indicates the probability that it is the time of loading, the time of unloading, and other times. This can be realized by setting the activation function of the output layer to a softmax function.

[0015] The map is a trained model that has been trained using the following data as training data: 1. Image data Drag of a person carrying luggage into the luggage compartment LR, and data with the value of the output variable related to carrying in "1" and zero for other values 2. Image data Drag of a person removing luggage from the luggage compartment LR, and output variables related to removal are set to "1" and all other values ​​are set to zero. 3. Image data Drag when no luggage is being carried in or out of the luggage compartment LR, and data in which the value of the output variable indicating anything other than carrying in or out is "1" and the other values ​​are zero Next, the CPU 42 judges whether the largest of the output variable values ​​calculated by the process of S12 is the value of the output variable related to carrying in (S14). When the CPU 42 judges that the largest is the value of the output variable related to carrying in (S14: YES), it assigns a value obtained by multiplying the specified amount ΔH0 by "-1" to a command value ΔH for the relative height of the front of the loading platform LF with respect to the rear (S16). That is, the command value ΔH is set so that the height of the front DF of the loading platform LF shown in FIG. 1 is lower than the height of the rear DR by the specified amount ΔH0.

[0016] On the other hand, when the CPU 42 determines that the largest of the output variable values ​​calculated by the process of S12 is not the value of the output variable related to carry-in (S14: NO), it determines whether or not it is the value of the output variable related to carry-out (S18). When the CPU 42 determines that the largest of the output variable values ​​calculated by the process of S12 is the value of the output variable related to carry-out (S18: YES), it assigns a specified amount ΔH0 to the command value ΔH (S20). That is, the command value ΔH is set so that the height of the front DF of the loading platform LF shown in FIG. 1 is higher than the height of the rear DR by the specified amount ΔH0.

[0017] When the CPU 42 completes the process of S16 or the process of S20, it outputs the command value ΔH to the suspension ECU 10 (S22). When the CPU 42 completes the process of S22 or makes a negative determination in the process of S18, the CPU 42 temporarily ends the series of processes shown in Fig. 2. Incidentally, the process of S12 is realized by the CPU 42 executing a command defined in the behavior analysis program 44b, and the processes of S10, S14 to S22 are realized by the CPU 42 executing a command defined in the carrier control program 44a.

[0018] When the suspension ECU 10 receives the command value ΔH, it operates the suspensions 12-18 accordingly. Here, the suspension ECU 10, for example, first determines the height of the cargo bed LF at the rear of the vehicle VC in order to match the height of the cargo bed at the rear side of the vehicle, which is the opening of the luggage compartment LR, to the height of the platform located near the opening. Then, once the height of the rear of the vehicle VC has been determined, the suspension ECU 10 determines the height of the front of the vehicle VC in accordance with the command value ΔH.

[0019] Here, the operation and effects of this embodiment will be described. FIG. 4(a) illustrates the time when a baggage LU is carried into the luggage compartment LR of the vehicle VC. The CPU 42 analyzes the behavior of the person based on the image data Drag output by the luggage compartment camera 50. In the case of the situation shown in FIG. 4(a), the CPU 42 determines that the baggage LU is being carried into the luggage compartment LR as a result of the behavior analysis, sets the command value ΔH to "(-1)·ΔH0", and outputs the command value ΔH to the suspension ECU 10. The suspension ECU 10 operates the suspensions 12-18 so that the height of the rear of the vehicle VC in the luggage compartment LF is adjusted to the height of the platform PH, while the front height relative to the rear is lowered by a specified amount ΔH0. As a result, a component of gravity acting on the baggage LU on the luggage compartment LF moves forward of the vehicle VC. This reduces the load when a person carries the baggage LU to the back of the luggage compartment LR.

[0020] FIG. 4(b) illustrates the time when the luggage LU is carried out from the luggage compartment LR of the vehicle VC. The CPU 42 analyzes the behavior of the person based on the image data Drag output by the luggage compartment camera 50. In the case of the situation shown in FIG. 4(b), the CPU 42 determines that it is time to carry out the luggage LU as a result of the behavior analysis, sets the command value ΔH to a specified amount ΔH0, and outputs the command value ΔH to the suspension ECU 10. The suspension ECU 10 operates the suspensions 12 to 18 so that the height of the rear of the vehicle VC in the luggage platform LF is higher than the rear by the specified amount ΔH0 while matching the height of the rear of the vehicle VC to the height of the platform PH. As a result, a component of gravity acting on the luggage LU on the luggage platform LF that moves toward the rear of the vehicle VC is generated. Therefore, the load on the person when carrying the luggage LU to the entrance side of the luggage compartment LR can be reduced.

[0021] According to the present embodiment described above, the following actions and effects can be obtained. (1) Whether or not a person is carrying in or out a luggage LU is determined by behavior analysis based on image data Drag. This makes it possible to adjust the height of the loading platform LF when carrying in or out luggage LU without imposing any tasks on the person.

[0022] <Second embodiment> The second embodiment will be described below with reference to the drawings, focusing on the differences from the first embodiment.

[0023] In this embodiment, the relative height of the front of the loading platform LF with respect to the rear thereof during loading and unloading can be adjusted in advance by a person. The procedure of the process for setting the specified amount ΔH0 according to this embodiment is shown in Fig. 5. The process shown in Fig. 5 is realized by the CPU 42 repeatedly executing the carrier control program 44a, for example, at a predetermined interval.

[0024] In the series of processes shown in Fig. 5, the CPU 42 first determines whether or not a desired tilt amount of the loading platform LF has been input by an input operation to the human interface 52 (S30). Here, the desired tilt amount of the loading platform LF specifies one of three magnitudes of tilt of the loading platform LF: large, medium, and small. If the CPU 42 determines that "large" has been selected (S32: YES), it assigns the first amount ΔHL to the specified amount ΔH0 (S34).

[0025] On the other hand, when the CPU 42 determines that "large" has not been selected (S32: NO), it determines whether or not "medium" has been selected (S36). When the CPU 42 determines that "medium" has been selected (S36: YES), it assigns the second amount ΔHM to the specified amount ΔH0 (S38). The second amount ΔHM is smaller than the first amount ΔHL.

[0026] Furthermore, when it is determined that "small" has been selected (S36: NO), the CPU 42 substitutes the third amount ΔHS for the specified amount ΔH0 (S40). The third amount ΔHS is smaller than the second amount ΔHM.

[0027] When the processes of S34, S38, and S40 are completed, or when a negative determination is made in the process of S30, the CPU 42 temporarily ends the series of processes shown in FIG. As a result, the absolute value of the command value ΔH output to the suspension ECU 10 in the process of S22 in FIG. 3 is adjusted in response to a request from the user.

[0028] <Third embodiment> The third embodiment will be described below with reference to the drawings, focusing on the differences from the first embodiment.

[0029] In this embodiment, the command value ΔH is set according to the gradient of the road surface on which the vehicle VC is located. Fig. 6 shows the procedure of the process related to the command value ΔH. The process shown in Fig. 6 is realized by the CPU 42 repeatedly executing the platform control program 44a and the behavior analysis program 44b stored in the ROM 44, for example, at a predetermined cycle. In Fig. 6, the processes corresponding to those shown in Fig. 3 are given the same step numbers for convenience, and the description thereof will be omitted.

[0030] In the series of processes shown in FIG. 6, the CPU 42 first obtains gradient information from the drive system ECU 20 by requesting gradient information from the drive system ECU 20 (S50). Next, the CPU 42 calculates a gradient correction amount δ based on the gradient information (S52). The gradient correction amount δ is the absolute value of the command value ΔH required to make the loading platform LF horizontal. Next, the CPU 42 judges whether or not the road is uphill based on the gradient information (S54). That is, it judges whether or not the height of the road surface that the front wheels WF contact is higher than the height of the road surface that the rear wheels WR contact. If the CPU 42 judges that the road is uphill (S54: YES), it assigns "(-1)·δ" to the command value ΔH (S56). That is, by setting the command value ΔH to a value that makes the front of the loading platform LF lower than the rear when the road surface is flat, it is possible to make the loading platform LF horizontal on an uphill road.

[0031] On the other hand, when the CPU 42 determines that the road is not an uphill road (S54: NO), it determines whether the road is a downhill road or not (S58). When the CPU 42 determines that the road is a downhill road (S58: YES), it assigns "δ" to the command value ΔH (S60). That is, by setting the command value ΔH to a value that makes the front of the loading platform LF higher than the rear when the road surface is flat, it is possible to make the loading platform LF horizontal on a downhill road.

[0032] On the other hand, when the CPU 42 determines that the road is not a downhill road (S58: NO), it assigns "0" to the command value ΔH (S62). When the CPU 42 completes the processes of S56, S60, and S62, it proceeds to the process of S10. Then, when the CPU 42 makes a positive determination in the process of S14, it corrects the command value ΔH by decreasing it by the specified amount ΔH0 (S16a). Also, when the CPU 42 makes a positive determination in the process of S18, it corrects the command value ΔH by increasing it by the specified amount ΔH0 (S20a).

[0033] When the processes of S16a and S20a are completed, the CPU 42 proceeds to the process of S22. Here, the operation and effects of this embodiment will be described.

[0034] FIG. 7 shows a case where the road surface RD on which the vehicle VC is located is a gentle uphill slope. For ease of explanation, it is assumed here that the uphill slope has a gradient correction amount δ equal to a specified amount ΔH0. In this case, the CPU 42 sets the command value ΔH to zero at the time of unloading, so that the loading platform LF becomes parallel to the road surface RD. Therefore, the gravity applied to the luggage placed on the loading platform LF has a component that moves toward the rear of the vehicle VC, and the magnitude of this component is appropriate.

[0035] FIG. 8 shows a case where the road surface RD on which the vehicle is located is a steep uphill slope. In this case, the gradient correction amount δ becomes larger than the specified amount ΔH0, and the command value ΔH is calculated to be a negative value even during unloading. This allows the loading platform LF to be positioned such that the rear end is slightly lower than the horizontal during unloading. Therefore, although the gravity applied to the luggage placed on the loading platform LF has a component that moves toward the rear of the vehicle VC, this component can be prevented from becoming excessively large.

[0036] <Fourth embodiment> The fourth embodiment will be described below with reference to the drawings, focusing on the differences from the first embodiment.

[0037] In this embodiment, the behavioral analysis is performed outside the vehicle VC. Fig. 9 shows the configuration of the carrier control system according to this embodiment. In Fig. 9, the members corresponding to those shown in Fig. 2 are denoted by the same reference numerals for the sake of convenience.

[0038] 9, the ROM 44 of the image ECU 40 stores a loading platform control program 44a, but does not store a behavior analysis program 44b. The image ECU 40 also includes a communication device 45, and is capable of communicating with a data analysis center 70 outside the vehicle VC via a network 60.

[0039] The data analysis center 70 communicates with a plurality of vehicles VC(1), VC(2), ... and receives data transmitted from those vehicles VC(1), VC(2), .... The data analysis center 70 includes a CPU 72, a ROM 74, a communication device 75, a storage device 76, and a peripheral circuit 78, which are capable of communicating with each other via a communication line 79. The ROM 74 stores a behavior analysis program 44b. The storage device 76 is an electrically rewritable non-volatile memory. The storage device 76 stores mapping data 46a.

[0040] FIG. 10 shows the procedure of the process executed by the carrier control system shown in FIG. 9. In detail, the process shown in FIG. 10(a) is realized by the CPU 42 repeatedly executing the carrier control program stored in the ROM 44, for example, at a predetermined cycle. Also, the process shown in FIG. 10(b) is realized by the CPU 72 repeatedly executing the behavior analysis program 44b stored in the ROM 74, for example, at a predetermined cycle. In FIG. 10, the processes corresponding to those shown in FIG. 3 are denoted by the same step numbers for convenience. Below, the series of processes shown in FIG. 10 will be described in the chronological order in which the processes are executed.

[0041] In the series of processes shown in FIG. 10(a), when completing the process of S10, the CPU 42 of the image ECU 40 operates the communication device 45 to transmit the image data Drag to the data analysis center 70 (S70).

[0042] In response to this, as shown in Fig. 10(b), the CPU 72 of the data analysis center 70 receives the image data Drag (S80). Then, the CPU 72 executes the process of S12, and transmits data on the values ​​of the output variables of the neural network to the transmission source of the data received in the process of S80 by operating the communication device 75 (S82). When the CPU 72 completes the process of S82, it temporarily ends the series of processes shown in Fig. 10(b).

[0043] On the other hand, as shown in Fig. 10(a), the CPU 42 of the image ECU 40 receives the transmitted data (S72) and executes the processes of S14 to S22. Note that, when the CPU 42 completes the process of S22 or makes a negative determination in the process of S18, the CPU 42 temporarily ends the series of processes shown in Fig. 10(a).

[0044] In this manner, in this embodiment, the behavior analysis is performed by the data analysis center 70 outside the vehicle VC, so the computation load of the vehicle-mounted device can be reduced compared to when the vehicle-mounted device performs the behavior analysis. Also, the data analysis center 70 can increase the amount of information acquired compared to when image data Drag is not transmitted from the multiple vehicles VC(1), VC(2), ...

[0045] <Other embodiments> This embodiment can be modified as follows: This embodiment and the following modifications can be combined with each other to the extent that no technical contradiction occurs.

[0046] "About the command value for the loading platform tilt" 6 shows an example in which the command value ΔH is set based on the gradient correction amount δ, but this is not limiting. For example, the gradient correction amount δ may be calculated by the suspension ECU 10, and the suspension ECU 10 may have a function of controlling the loading platform LF to be horizontal. In this case, the image ECU 40 executes the process of FIG. 2, so that the suspension ECU 10 can superimpose a control for setting the relative height of the front of the loading platform LF with respect to the rear of the loading platform LF as the command value ΔH on the control for leveling the loading platform LF. This allows the same control as that achieved by executing the process of FIG. 6 to be realized.

[0047] In the above embodiment, the image ECU 40 outputs a command value ΔH of the relative displacement amount of the front DF of the loading platform LF with respect to the rear DR to the suspension ECU 10 as a command value for the inclination of the loading platform LF, but this is not limiting. For example, a pair of a displacement amount of the front of the loading platform LF with respect to a reference value for the height and a displacement amount of the rear of the loading platform LF with respect to a reference value for the height may be output to the suspension ECU 10 as a command value for the inclination of the loading platform LF. In this case, it is preferable that the image ECU 40 calculates the rear displacement amount according to the height of the platform PH.

[0048] In the above embodiment, the command value ΔH is a command value for the relative height of the front of the cargo bed LF with respect to the rear thereof, but this is not limited to this, and the command value ΔH may be a command value for the relative height adjusted by the suspensions 12, 14 with respect to the height adjusted by the suspensions 16, 18.

[0049] "Regarding gradient correction amount δ" 6, the gradient correction amount δ is a one-dimensional amount that compensates for the gradient inclination in the longitudinal direction of the vehicle, but is not limited thereto. For example, the gradient correction amount δ may be a two-dimensional amount including a longitudinal correction amount and a lateral correction amount.

[0050] "About output processing" In the above embodiment, the command value ΔH for the relative displacement amount as a signal related to the command value is output to the suspension ECU 10, but this is not limited to the above. For example, as described in the section "Regarding the Loading Platform Control Device" below, when the loading platform control device is configured by the suspension ECU 10, the signal related to the command value may be an operation signal output to each of the suspensions 12 to 18.

[0051] "About trained models" In the above embodiment, the output of the trained model is a label variable indicating whether it is a carry-in time, a carry-out time, or other times, but this is not limited to this. For example, a variable that distinguishes between when a large baggage is carried in and when a small baggage is carried in may be output according to the size of the baggage when it is carried in. This makes it possible to change the magnitude of the command value ΔH of the relative displacement amount according to the size of the baggage.

[0052] In the above embodiment, a neural network combining a 3D CNN and an RNN is exemplified as a trained model for determining when the model is carried in and when it is carried out out, but this is not limited to this. For example, a model of both a 3D CNN and an RNN that are not connected to each other may be used. This can be realized, for example, by extracting a spatiotemporal feature vector from an image using a 3D CNN and inputting the feature vector to an RNN. However, the model is not limited to a model that combines elements of both an RNN and a CNN. For example, an LSTM (Long short-term memory) may be used as an RNN.

[0053] The trained model is not limited to a neural network. For example, it may be a discrimination model configured by a support vector machine or the like that receives as input feature quantities extracted from video image data. Specifically, for example, two discrimination models may be used: a discrimination model that outputs values ​​with opposite signs depending on whether it is the time of loading or not, and a discrimination model that outputs values ​​with opposite signs depending on whether it is the time of removal or not.

[0054] "Required bed tilt amount" 4 shows an example in which the user can specify the magnitude of the command value ΔH to one of three values, but this is not limiting. For example, the command value ΔH may be specified to one of two values, or may be specified to one of four or more values.

[0055] "About the judgment process at the time of loading and unloading" The process of determining whether it is time to carry something in or take something out is not limited to a process using a trained model that distinguishes between actual human movements when carrying something in and when taking something out, and other movements. For example, it may be a process that determines whether it is time to carry something in or take something out based on a predetermined gesture.

[0056] "About the direction of travel when loading and unloading" In the above embodiment, the direction of travel of people and luggage when loading is the rear DR, and the direction of travel of people and luggage when unloading is the forward DF, but this is not limited to the above. For example, if the entrance to the luggage compartment LR of the vehicle VC can be provided on the right side of the vehicle VC, the direction of travel of people and luggage when loading may be the left side, and the direction of travel of people and luggage when unloading may be the right side.

[0057] "About the cargo bed control device" In the above embodiment, the image ECU 40 and the suspension ECU 10 are devices having separate housings, but this is not limited thereto. For example, the suspension ECU 10 may execute all of the processes executed by the image ECU 40 in the above embodiment. In other words, the loading platform control device may be configured by the suspension ECU 10.

[0058] The loading platform control device is not limited to a device equipped with a CPU and a program storage device for storing a program and executing software processing. For example, a dedicated hardware circuit such as an ASIC may be provided for performing hardware processing of at least a portion of what was processed by software in the above embodiment. That is, the loading platform control device may have any of the following configurations (a) to (c). (a) A processing device that executes all of the above processing according to a program, and a program storage device. (b) A processing device and a program storage device that execute part of the above processing according to a program, and a dedicated hardware circuit that executes the remaining processing. (c) A dedicated hardware circuit that executes all of the above processing. Here, there may be a plurality of software execution devices equipped with a processing device and a program storage device, and a plurality of dedicated hardware circuits.

[0059] "About Computers" 10, the CPU 72 of the data analysis center 70 distinguishes between carry-in, carry-out, and others, and outputs the result to the image ECU 40. However, this is not limited to this. For example, the CPU 72 may further execute the processes of S14 to S22, and the data analysis center 70 may transmit the command value ΔH to the suspension ECU 10.

[0060] The computer that controls the loading platform is not limited to the CPU 42 illustrated in Fig. 1 or the CPUs 42 and 72 illustrated in Fig. 8. For example, the process illustrated in Fig. 10(b) may be executed by a user's mobile terminal instead of the CPU 72 in the data analysis center 70.

[0061] "About the cargo platform control program" Although the carrier control program 44a and the behavior analysis program 44b are shown as separate programs in FIG. 2, they may be a single program.

[0062] "About the adjustment device" In the above embodiment, the adjustment device for adjusting the inclination of the loading platform is configured by the suspensions 12-18 that adjust the vehicle height in the front-rear and left-right directions, but is not limited to this. For example, the suspension may be capable of adjusting the vehicle height in the front-rear direction but not in the left-right direction.

[0063] "About the imaging device" In the above embodiment, a single luggage compartment camera 50 is exemplified as an imaging device that captures an image in the luggage compartment LR, but this is not limited thereto. For example, multiple cameras that capture images in the luggage compartment LR may be provided. Also, for example, as shown in FIG. 11, an imaging device that captures the state of the driver seated in the driver's seat DS and an imaging device that captures an image of the luggage compartment LR may be used together. Note that FIG. 11 illustrates a vehicle VC in which there is no partition between the passenger compartment CR where the driver's seat DS is located and the luggage compartment LR, but a transparent partition may be provided between the passenger compartment CR and the luggage compartment LR. In short, as long as the imaging device that monitors the state of the driver seated in the driver's seat DS is configured to capture an image in the luggage compartment LR, the imaging device that captures the state of the driver and the imaging device that captures an image of the luggage compartment LR may be used together. [Explanation of symbols]

[0064] VC…Vehicle LR: luggage compartment LF…Cargo bed

Claims

1. A cargo bed control device (40) applied to a vehicle (VC) equipped with a cargo room (LR), The vehicle includes an imaging device (50) that captures an image of the interior of the luggage compartment, and an adjustment device (12 to 18) that adjusts the inclination of the luggage compartment; A setting process (S16, S20: S16a, S20a) for setting a command value (ΔH) for tilting the loading platform based on the motion of the person represented by the image data output by the imaging device; an output process (S22) for outputting a signal related to the command value to the adjustment device in order to control the inclination of the loading platform to the command value; The setting process includes a process of setting the command value so that the command value is lower in front of the person's expected traveling direction compared to the rear of the person's expected traveling direction when the setting process is determined to be an action of loading or unloading luggage, when the action of the person shown in the image data is determined to be an action of loading or unloading luggage.

2. The loading platform control device of claim 1, wherein the setting process includes a process of setting the command value so that, when it is determined that the operation is an unloading operation, the entrance side of the loading compartment, which is in front of the traveling direction, is lower than the rear side of the loading compartment, which is in rear of the traveling direction.

3. The loading platform control device of claim 1, wherein the setting process includes a process of setting the command value so that, when it is determined that the operation is a loading operation, the rear side of the loading compartment, which is in front of the traveling direction, is lower than the entrance side of the loading compartment, which is in the rear of the traveling direction.

4. The setting process includes: An acquisition process (S50) for acquiring gradient information of a road surface on which the vehicle is located; The carrier control device according to any one of claims 1 to 3, further comprising a process (S16a, S20a) of setting the command value by taking into account the gradient information acquired by the acquisition process.

5. 5. The loading platform control device according to claim 4, wherein the setting process includes a process for reducing the relative reduction in height in front of the traveling direction relative to the rear of the traveling direction when the gradient information indicates that the altitude of the road surface facing forward in the traveling direction is lower than the altitude of the road surface facing backward in the traveling direction, compared to a case where there is no gradient of the road surface.

6. The setting process includes: The slope indicated by the command value can be set in a plurality of stages, A reception process (S30) for receiving a request regarding the magnitude of the inclination; a process of setting the command value in response to the request received by the receiving process; The loading platform control device according to any one of claims 1 to 5, further comprising:

7. A storage device (46), The storage device stores mapping data (46a) that defines a mapping, The mapping receives the image data as an input and outputs a value of an output variable related to whether or not the motion of the person indicates at least one of two motions of loading and unloading; A loading control device as described in any one of claims 1 to 5, which executes a judgment process (S14, S18) to judge whether the operation is a loading operation or an unloading operation based on the value of an output variable when the image data is input into the mapping.

8. The setting process includes: A transmission process (S70) for transmitting the image data output by the imaging device; A receiving process (S72) of receiving a determination result indicating that the operation is the carry-in operation or the carry-out operation based on the transmitted image data; The loading platform control device according to any one of claims 1 to 5, further comprising:

9. The cargo bed control device according to any one of claims 1 to 8, wherein the imaging device is an imaging device that captures an image of a driver's seat of the vehicle in addition to an image of an interior of the cargo compartment.

10. 10. A loading platform control method, comprising the steps of: executing the setting process and the output process in the loading platform control device according to claim 1.

11. 10. A loading platform control program that causes a computer to execute the setting process and the output process in the loading platform control device according to claim 1.

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