PATENT ABSTRACT
Provided are a device and a method for detecting a stopped state of a vehicle which are capable of precisely detecting the stopped state of the vehicle in order to automate an operation which is externally provided to the stopped vehicle such as an alignment adjusting operation; and an alignment adjusting device to which the device and the method for detecting a stopped state of a vehicle are applied. An arithmetic unit detects, with respect to the left-front tire, for example, an evaluation point of the left-front tire on the basis of the gravity point of a triangle comprising, as vertexes, a point A, a point B, and a point C which are detected by a group of distance sensors; detects an evaluation point of the left-front fender on the basis of a point detected by the group of distance sensors; and detects the stopped state of the vehicle on the basis of the respective evaluation points of the respective tires and the respective evaluation points of the respective fenders.

PATENT DESCRIPTION
This is a 371 national phase application of PCT/JP2009/005653 filed 27 Oct. 2009, claiming priority to Japanese Patent Application No. 2008-280520 filed 30 Oct. 2008, the contents of which are incorporated herein by reference. 
     TECHNICAL FIELD 
     The present invention relates to a device and a method for detecting a stopped state of a vehicle and an alignment adjusting device to which the device or the method for detecting the stopped state of the vehicle is applied. 
     BACKGROUND ART 
     At work of alignment adjustment of a vehicle such as a motorcar, the vehicle must be stopped at a predetermined position on an alignment adjusting device. 
     As a general method for positioning the vehicle at the predetermined position on the alignment adjusting device, there is a method with a wheel stopper or a guide. In such a method, the wheel stopper is provided at a position which is standard in the longitudinal direction of the vehicle. An operator operates the vehicle and stops the vehicle while making wheels (tires) of the vehicle touch the wheel stopper, thereby positioning the vehicle the longitudinal direction. Otherwise, a guide is provided at a position which is standard in the lateral direction of the vehicle and the vehicle is stopped while arranging the tire along the guide, thereby positioning the vehicle the lateral direction. 
     However, the size and width of the tire is different for the type of the vehicle so that it is difficult to secure the positioning accuracy with the conventional positioning method. 
     As mentioned above, the stopped position of the vehicle is dispersed so that it is difficult to hold adjusting tools automatically to the adjustment portions arranged inside and outside the vehicle without touching the surrounding, whereby the adjustment work of the alignment cannot be automated. Namely, typically of the adjustment work of the alignment, for automating the work which requires adjusting tools to be held to predetermined positions from the outside of the vehicle, the stopped status of the vehicle must be detected correctly as the premise. In this case, the stopped status of the vehicle is a notion including the stopped position and stopped posture of the vehicle (that is common below). 
     Conventionally, for example, an art for detecting position of a vehicle is disclosed in the Patent Literature 1 shown below. 
     In the conventional art shown in the Patent Literature 1, an area sensor is arranged at a position through which the tire of the vehicle passes, and when the tire passes through the monitoring area, the time at which a photo detector of the area sensor is blocked and the signal is shut off is measured and inputted to a signal processor, and then the signal processor specifies the center position of the tire based on the length of the time at which the signal is shut off, whereby the position of the vehicle is detected. 
     However, with the art shown in the Patent Literature 1, it is difficult to detect the stopped status of the vehicle accurately. 
     Patent Literature 1: JP 2001-331281 A 
     SUMMARY OF INVENTION 
     Technical Problem 
     The present invention is provided in consideration of the conditions as mentioned above, and the purpose of the invention is to provide an art for detecting a stopped state of a vehicle which are capable of precisely detecting the stopped state of the vehicle in order to automate an operation which is externally provided to the stopped vehicle such as an alignment adjusting operation. 
     Solution to Problem 
     The above-mentioned problems are solved by the following means according to the present invention. 
     A device for detecting a stopped state of a vehicle according the first aspect of the present invention has a plurality of tires and a body in which a plurality of fenders respectively corresponding to the tires are formed, and comprises a plurality of groups of distance sensors respectively corresponding to the tires and the fenders and an arithmetic unit connected to the groups of the distance sensors. 
     Each of the groups of the distance sensors comprises: a front distance sensor scanning the front portion of the outer side surface of the tire corresponding to the group of the distance sensors and detecting coordinate of a portion of the front portion of the tire at which the tire expands the most outward along the direction of the side surface of the tire as a first point; a rear distance sensor scanning the rear portion of the outer side surface of the tire corresponding to the group of the distance sensors and detecting coordinate of a portion of the rear portion of the tire at which the tire expands the most outward along the direction of the side surface of the tire as a second point; an upper distance sensor scanning the upper portion of the outer side surface of the tire corresponding to the group of the distance sensors and detecting coordinate of a portion of the upper portion of the tire at which the tire expands the most outward along the direction of the side surface of the tire as a third point; and 
     a fender part distance sensor scanning the fender corresponding to the group of the distance sensors and detecting coordinate of a portion of the fender at which the fender expands the most outward along the direction of the side surface of the body as a fourth point. 
     The arithmetic unit detects an evaluation point of the tire based on coordinate of a centroid point of a triangle formed with the first, second and third points detected by the group of the distance sensors, and detects an evaluation point of the fender based on the coordinate of the fourth point detected by the group of the distance sensors so as to detect the stopped state of the vehicle based on the coordinate of the evaluation point detected about each of the tires and the coordinate of the evaluation point detected about each of the fenders. 
     In one of the forms of exploitation of the present invention, preferably, the upper distance sensor also serves as the fender part distance sensor. 
     In one of the forms of exploitation of the present invention, preferably, each of the groups of the distance sensors comprises noncontact distance sensors, and each of the distance sensors is arranged at a position separated for a predetermined distance from the corresponding tire. 
     In one of the forms of exploitation of the present invention, preferably, each of the groups of the distance sensors comprises laser sensors. 
     A method for detecting a stopped state of a vehicle according the second aspect of the present invention has a plurality of tires and a body in which a plurality of fenders respectively corresponding to the tires are formed, and comprises a plurality of groups of distance sensors respectively corresponding to the tires and the fenders and an arithmetic unit connected to the groups of the distance sensors. Coordinate of a portion of the front portion of the tire at which the tire expands the most outward along the direction of the side surface of the tire is detected as a first point, coordinate of a portion of the rear portion of the tire at which the tire expands the most outward along the direction of the side surface of the tire is detected as a second point, coordinate of a portion of the upper portion of the tire at which the tire expands the most outward along the direction of the side surface of the tire is detected as a third point, a centroid point of a triangle formed with the detected first, second and third points is employed as an evaluation point of the tire, coordinate of a portion of the fender at which the fender expands the most outward along the direction of the side surface of the body is detected as a fourth point, the detected fourth point is employed as an evaluation point of the fender, and the arithmetic unit detects the stopped state of the vehicle based on the coordinate of the evaluation point detected about each of the tires and the coordinate of the evaluation point detected about each of the fenders. 
     In one of the forms of exploitation of the present invention, preferably, the first point is detected by a front distance sensor scanning the front portion of the outer side surface of the corresponding tire, the second point is detected by a rear distance sensor scanning the rear portion of the outer side surface of the corresponding tire, the third point is detected by an upper distance sensor scanning the upper portion of the outer side surface of the corresponding tire, and the fourth point is detected by a fender part distance sensor scanning the corresponding fender. 
     In one of the forms of exploitation of the present invention, preferably, the fourth point is detected by the upper distance sensor also serving as the fender part distance sensor. 
     In one of the forms of exploitation of the present invention, preferably, each of the distance sensors is arranged at a position separated for a predetermined distance from the corresponding tire and detecting corresponding one of the first, second, third and fourth points non-contactingly. 
     In one of the forms of exploitation of the present invention, preferably, each of the distance sensors comprises laser sensors. 
     An alignment adjusting device according the third aspect of the present invention comprises the device for detecting the stopped state of the vehicle according the first aspect of the present invention, and the stopped state of the vehicle is adjusted based on the detection result of the stopped state of the vehicle by the device for detecting the stopped state of the vehicle. 
     In one of the forms of exploitation of the present invention, preferably, the arithmetic unit detects the gap between the detection result of the stopped state of the vehicle by the detection device and ideal stopped state of the vehicle, the arithmetic unit adjusts automatically the alignment of the vehicle when the gap is less than a predetermined threshold, and the arithmetic unit adjusts the stopped state of the vehicle when the gap is more than the threshold. 
     Advantageous Effects of Invention 
     The present invention constructed as the above brings the following effects. 
     According the first aspect of the present invention, the stopped state of the vehicle can be detected regardless of the size and shape of the vehicle, and the stopped state of the body and the stopped state of each of the tires can be detected respectively, whereby the stopped state of the vehicle can be detected accurately. 
     The number of distance sensors can be reduced so as to provide the detection device for the stopped state of the vehicle with easy construction. 
     The positioning of the vehicle can be performed easily. 
     The detection accuracy of the stopped state of the vehicle can be secured. 
     According the second aspect of the present invention, the stopped state of the body and the stopped state of each of the tires can be detected respectively, whereby the stopped state of the vehicle can be detected accurately. 
     The stopped state of the vehicle can be detected regardless of the size and shape of the vehicle. 
     The number of distance sensors can be reduced so as to provide the detection device for the stopped state of the vehicle with easy construction. 
     The positioning of the vehicle can be performed easily. 
     The detection accuracy of the stopped state of the vehicle can be secured. 
     According to the third aspect of the present invention, the stopped state of the vehicle can be detected regardless of the size and shape of the vehicle accurately, whereby the alignment adjustment work can be automated. 
     The adjuster is prevented from touching the body at the time of the alignment adjustment work. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a block diagram of entire construction of a vehicle stopped state detection device according to an embodiment of the present invention. 
         FIG. 2(   a ) is a schematic left side view of the entire construction of the vehicle stopped state detection device.  FIG. 2  ( b ) is a schematic left side view of set conditions of a detection range of a method for detecting a stopped state of a vehicle. 
         FIG. 3(   a ) is a schematic right side view of the entire construction of the vehicle stopped state detection device.  FIG. 3  ( b ) is a schematic right side view of set conditions of a detection range of a method for detecting a stopped state of a vehicle. 
         FIG. 4  is a schematic plan view of the entire construction of the vehicle stopped state detection device. 
         FIG. 5  is a perspective view of detection condition of vehicle stopped state by the vehicle stopped state detection device. 
         FIG. 6  is an explanation drawing of a detection method of an evaluating point. 
         FIG. 7  is a schematic drawing of a detection method of stopped state of a vehicle. (a) shows the detection method of the stopped state. (b) illustrates the stopped state that only a body is slanted. 
         FIG. 8  is a block diagram of entire construction of an alignment adjusting device according to an embodiment of the present invention. 
         FIG. 9  is a schematic side view of the entire construction of the alignment adjusting device. 
         FIG. 10  is a flow chart of alignment adjusting work with the alignment adjusting device. 
         FIG. 11  is a schematic side view of automatic adjustment condition of a toe angle with the alignment adjusting device (before adjustment). 
         FIG. 12  is a schematic side view of automatic adjustment condition of a toe angle with the alignment adjusting device (under adjustment). 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Explanation will be given on entire construction of a vehicle stopped state detection device according to an embodiment of the present invention referring to  FIGS. 1 to 4 . 
       FIG. 1  is a block diagram of entire construction of a vehicle stopped state detection device according to an embodiment of the present invention.  FIG. 2  is a schematic left side view of the entire construction of the vehicle stopped state detection device.  FIG. 3  is a schematic right side view of the entire construction of the vehicle stopped state detection device.  FIG. 4  is a schematic plan view of the entire construction of the vehicle stopped state detection device. 
     As shown in  FIGS. 2 to 4 , in this embodiment, for convenience of the explanation, a 3-dimensional coordinate system is prescribed. An X-axis corresponding to a lengthwise (longitudinal) direction, a Y-axis corresponding to a crosswise (lateral) direction, and a Z-axis corresponding to a height (vertical) direction are prescribed. The direction of rearward movement of the vehicle is regarded as the positive direction of the X-axis, the rightward direction about the forward movement of the vehicle (the negative direction of the X-axis) is regarded as the positive direction of the Y-axis, and the upward direction of the vehicle is regarded as the positive direction of the Z-axis. 
     As shown in  FIG. 1 , the vehicle stopped state detection device  1  detects stopped state of a vehicle and has a detection part  2 , a controller  7 , an arithmetic unit  8  and the like. 
     The detection part  2  detects directly the stopped state of the vehicle which is an object to be detected, and includes a plurality of groups of distance sensors  3 ,  4 ,  5  and  6 . The groups of distance sensors  3 ,  4 ,  5  and  6  respectively include front distance sensors  3   a ,  4   a ,  5   a  and  6   a , rear distance sensors  3   b ,  4   b ,  5   b  and  6   b , and upper distance sensors  3   c ,  4   c ,  5   c  and  6   c.    
     The controller  7  accumulates signals detected by the distance sensors (the front distance sensors  3   a ,  4   a ,  5   a  and  6   a , the rear distance sensors  3   b ,  4   b ,  5   b  and  6   b , and the upper distance sensors  3   c ,  4   c ,  5   c  and  6   c ) and processes the signals synchronously. Each of the distance sensors is connected to the controller  7 . 
     The controller  7  is connected to the arithmetic unit  8  including a PC or the like. 
     An operation program for calculating the stopped state of the vehicle based on the signals inputted from the controller  7  is installed in the arithmetic unit  8 , and basic data required for calculating the stopped state of the vehicle (data of body shape, data of tire shape and the like corresponding to types of vehicles) is previously stored in the arithmetic unit  8 . 
     As shown in  FIGS. 2(   a ) and  3 ( a ), the vehicle  100  to which the detection method of vehicle stopped state according to the embodiment of the present invention is adopted includes a left-front tire  11  disposed at the left-front side of the vehicle  100 , a right-front tire  12  disposed at the right-front side of the vehicle  100 , a left-rear tire  13  disposed at the left-rear side of the vehicle  100 , and a right-rear tire  14  disposed at the right-rear side of the vehicle  100  about the forward travel direction (negative direction of the X-axis), and a body  10  supported by the tires  11 ,  12 ,  13  and  14 . 
     In this embodiment, as regions showing parts of outside surfaces of the tires  11 ,  12 ,  13  and  14 , regions referred to as front portions  11   a ,  12   a ,  13   a  and  14   a , rear portions  11   b ,  12   b ,  13   b  and  14   b , and upper portions  11   c ,  12   c ,  13   c  and  14   c  are set. 
     In this embodiment, upper and lower two horizontal tangential lines and front and rear two vertical tangential lines are set about the inner peripheral circle of each of the tires  11 ,  12 ,  13  and  14 , and the region of the outside surface enclosed by an arc of the outer peripheral circle of each of the tires  11 ,  12 ,  13  and  14  at the front side of the vehicle, the upper and lower two horizontal tangential lines and the front vertical tangential line is prescribed as corresponding one of the front portions  11   a ,  12   a ,  13   a  and  14   a.    
     The region of the outside surface enclosed by an arc of the outer peripheral circle of each of the tires  11 ,  12 ,  13  and  14  at the rear side of the vehicle, the upper and lower two horizontal tangential lines and the rear vertical tangential line is prescribed as corresponding one of the rear portions  11   b ,  12   b ,  13   b  and  14   b . Furthermore, the region of the outside surface enclosed by an arc of the outer peripheral circle of each of the tires  11 ,  12 ,  13  and  14  at the upper side of the vehicle, the front and rear two vertical tangential lines and the upper horizontal tangential line is prescribed as corresponding one of the upper portions  11   c ,  12   c ,  13   c  and  14   c.    
     By forecasting the region in which a detection point is obtained based on the data of tire shape and the like, the region (that is, the front portions  11   a ,  12   a ,  13   a  and  14   a , the rear portions  11   b ,  12   b ,  13   b  and  14   b  and the upper portions  11   c ,  12   c ,  13   c  and  14   c ) can be set more narrowly. In this case, the detection accuracy and detection speed (operation speed) of the detection point is improved. 
     In this embodiment, as shown in  FIGS. 2(   a ) and  3 ( a ), as a regions showing parts of outside surfaces of fenders  15 ,  16 ,  17  and  18  formed in the body  10  of the vehicle  100 , regions referred to as fender parts  15   a ,  16   a ,  17   a  and  18   a  are set. 
     In this embodiment, in the outside surface of each of the fenders  15 ,  16 ,  17  and  18 , the region enclosed by the front and rear two vertical tangential lines set about the inner peripheral circle of corresponding one of the tires  11 ,  12 ,  13  and  14  is prescribed as the fender part  15   a ,  16   a ,  17   a  and  18   a . Namely, each of the fender parts  15   a ,  16   a ,  17   a  and  18   a  is set above corresponding one of the upper portions  11   c ,  12   c ,  13   c  and  14   c  at the same longitudinal position as that of the corresponding one of the upper portions  11   c ,  12   c ,  13   c  and  14   c.    
     By forecasting the region in which a detection point is obtained based on the data of body shape and the like, the fender parts  15   a ,  16   a ,  17   a  and  18   a  can be set more narrowly. In this case, the detection accuracy and detection speed (operation speed) of the detection point is improved. 
     As shown in  FIGS. 2(   b ),  3 ( b ) and  4 , in the vehicle stopped state detection device  1 , in the vicinity of each of the tires  11 ,  12 ,  13  and  14 , the distance sensors (corresponding one of the front distance sensors  3   a ,  4   a ,  5   a  and  6   a , corresponding one of the rear distance sensors  3   b ,  4   b ,  5   b  and  6   b , and corresponding one of the upper distance sensors  3   c ,  4   c ,  5   c  and  6   c ) are arranged. 
     Namely, as shown in  FIG. 2 , in the vicinity of the left-front tire  11 , the group of the distance sensors  3  is disposed corresponding to the left-front tire  11 . The front distance sensor  3   a  is disposed corresponding to the front portion  11   a  of the outside surface of the left-front tire  11 , the rear distance sensor  3   b  is disposed corresponding to the rear portion  11   b , and the upper distance sensor  3   c  is disposed corresponding to the upper portion  11   c.    
     Then, the distance sensors  3   a ,  3   b  and  3   c  can scan the corresponding regions (that is, the front portion  11   a , the rear portion  11   b  and the upper portion  11   c ). 
     As shown in  FIG. 3 , in the vicinity of the right-front tire  12 , the group of the distance sensors  4  is disposed corresponding to the right-front tire  12 . The front distance sensor  4   a  is disposed corresponding to the front portion  12   a  of the outside surface of the right-front tire  12 , the rear distance sensor  4   b  is disposed corresponding to the rear portion  12   b , and the upper distance sensor  4   c  is disposed corresponding to the upper portion  12   c.    
     Then, the distance sensors  4   a ,  4   b  and  4   c  can scan the corresponding regions (that is, the front portion  12   a , the rear portion  12   b  and the upper portion  12   c ). 
     As shown in  FIG. 2 , in the vicinity of the left-rear tire  13 , the group of the distance sensors  5  is disposed corresponding to the left-rear tire  13 . The front distance sensor  5   a  is disposed corresponding to the front portion  13   a  of the outside surface of the left-rear tire  13 , the rear distance sensor  5   b  is disposed corresponding to the rear portion  13   b , and the upper distance sensor  5   c  is disposed corresponding to the upper portion  13   c.    
     Then, the distance sensors  5   a ,  5   b  and  5   c  can scan the corresponding regions (that is, the front portion  13   a , the rear portion  13   b  and the upper portion  13   c ). 
     As shown in  FIG. 3 , in the vicinity of the right-rear tire  14 , the group of the distance sensors  6  is disposed corresponding to the right-rear tire  14 . The front distance sensor  6   a  is disposed corresponding to the front portion  14   a  of the outside surface of the right-rear tire  14 , the rear distance sensor  6   b  is disposed corresponding to the rear portion  14   b , and the upper distance sensor  6   c  is disposed corresponding to the upper portion  14   c.    
     Then, the distance sensors  6   a ,  6   b  and  6   c  can scan the corresponding regions (that is, the front portion  14   a , the rear portion  14   b  and the upper portion  14   c ). 
     As each of the distance sensors (corresponding one of the front distance sensors  3   a ,  4   a ,  5   a  and  6   a , corresponding one of the rear distance sensors  3   b ,  4   b ,  5   b  and  6   b , and corresponding one of the upper distance sensors  3   c ,  4   c ,  5   c  and  6   c ), a noncontact distance sensor is adopted and arranged at a predetermined distance from corresponding one of the tires  11 ,  12 ,  13  and  14 . 
     According to the construction, the positioning of the vehicle  100  can be performed easily. 
     Next, explanation will be given on detection condition of vehicle stopped state by the vehicle stopped state detection device  1  referring to  FIG. 5 . 
       FIG. 5  is a perspective view of detection condition of vehicle stopped state by the vehicle stopped state detection device according to the embodiment of the present invention. Herein, explanation will be given on the detection condition of vehicle stopped state in the vicinity of the left-front tire  11  as the representation of the tires  11 ,  12 ,  13  and  14 . However, the detection condition of vehicle stopped state in the vicinity of each of the other tires  12 ,  13  and  14  is similar and the explanation of the tires  12 ,  13  and  14  is omitted for convenience. 
     As shown in  FIG. 5 , the front distance sensor  3   a  scans the front portion  11   a  of the left-front tire  11  completely and measures the distance between the front distance sensor  3   a  and the front portion  11   a . Then, the results of measurement are inputted into the arithmetic unit  8 . 
     Subsequently, based on the results of measurement by the front distance sensor  3   a , the arithmetic unit  8  performs the operation so as to detect the surface shape of the front portion  11   a.    
     Furthermore, based on the detected surface shape of the front portion  11   a , the arithmetic unit  8  detects the point A which expands the most outward along the outside surface direction of the left-front tire  11  (along the negative direction of the Y-axis) in the front portion  11   a  (in other words, the point in the front portion  11   a  which is the most close to the front distance sensor  3   a ). For distinguishing what tire the point A is detected about, hereinafter, the point detected about the front portion  11   a  of the left-front tire  11  is referred to as the point A( 11 ). Similarly, the point detected about the front portion  12   a  of the right-front tire  12  is referred to as the point A( 12 ), the point detected about the front portion  13   a  of the left-rear tire  13  is referred to as the point A( 13 ), and the point detected about the front portion  14   a  of the right-rear tire  14  is referred to as the point A( 14 ). 
     Simultaneously with the measurement by the front distance sensor  3   a , the rear distance sensor  3   b  scans the rear portion  11   b  of the left-front tire  11  completely and measures the distance between the rear distance sensor  3   b  and the rear portion  11   b . Then, the results of measurement are inputted into the arithmetic unit  8 . 
     Subsequently, based on the results of measurement by the rear distance sensor  3   b , the arithmetic unit  8  performs the operation so as to detect the surface shape of the rear portion  11   b.    
     Furthermore, based on the detected surface shape of the rear portion  11   b , the arithmetic unit  8  detects the point B which expands the most outward along the outside surface direction of the left-front tire  11  (along the negative direction of the Y-axis) in the rear portion  11   b  (in other words, the point in the rear portion  11   b  which is the most close to the rear distance sensor  3   b ). For distinguishing what tire the point B is detected about, hereinafter, the point detected about the rear portion  11   b  of the left-front tire  11  is referred to as the point B( 11 ). Similarly, the point detected about the rear portion  12   b  of the right-front tire  12  is referred to as the point B( 12 ), the point detected about the rear portion  13   b  of the left-rear tire  13  is referred to as the point B( 13 ), and the point detected about the rear portion  14   b  of the right-rear tire  14  is referred to as the point B( 14 ). 
     Furthermore, simultaneously with the measurement by the front distance sensor  3   a  and the rear distance sensor  3   b , the upper distance sensor  3   c  scans the upper portion  11   c  of the left-front tire  11  completely and measures the distance between the upper distance sensor  3   c  and the upper portion  11   c . Then, the results of measurement are inputted into the arithmetic unit  8 . 
     Subsequently, based on the results of measurement by the upper distance sensor  3   c , the arithmetic unit  8  performs the operation so as to detect the surface shape of the upper portion  11   c.    
     Furthermore, based on the detected surface shape of the upper portion  11   c , the arithmetic unit  8  detects the point C which expands the most outward along the outside surface direction of the left-front tire  11  (along the negative direction of the Y-axis) in the upper portion  11   c  (in other words, the point in the upper portion  11   c  which is the most close to the upper distance sensor  3   c ). For distinguishing what tire the point C is detected about, hereinafter, the point detected about the upper portion  11   c  of the left-front tire  11  is referred to as the point C( 11 ). Similarly, the point detected about the upper portion  12   c  of the right-front tire  12  is referred to as the point C( 12 ), the point detected about the upper portion  13   c  of the left-rear tire  13  is referred to as the point C( 13 ), and the point detected about the upper portion  14   c  of the right-rear tire  14  is referred to as the point C( 14 ). 
     Simultaneously with the completely scanning of the upper portion  11   c , the upper distance sensor  3   c  scans the fender part  15   a  of the left-front fender  15  completely and measures the distance between the upper distance sensor  3   c  and the fender part  15   a . Then, the results of measurement are inputted into the arithmetic unit  8 . 
     Furthermore, based on the detected surface shape of the fender part  15   a , the arithmetic unit  8  detects the point F which expands the most outward along the outside surface direction of the left-front tire  11  (along the negative direction of the Y-axis) in the fender part  15   a  (in other words, the point in the fender part  15   a  which is the most close to the upper distance sensor  3   c ). For distinguishing what tire the point F is detected about, hereinafter, the point detected about the fender part  15   a  of the left-front fender  15  is referred to as the point F( 15 ). Similarly, the point detected about the upper portion  16   a  of the right-front fender  16  is referred to as the point F( 16 ), the point detected about the upper portion  17   a  of the left-rear fender  17  is referred to as the point F( 17 ), and the point detected about the upper portion  18   a  of the right-rear fender  18  is referred to as the point F( 18 ). 
     Namely, in this embodiment, the upper distance sensors  3   c ,  4   c ,  5   c  and  6   c  also serve as distance sensors corresponding to the fender parts  15   a ,  16   a ,  17   a  and  18   a  respectively (that is, fender part distance sensors). 
     According to the construction, the number of distance sensors can be reduced so as to provide the vehicle stopped state detection device  1 , which is used in the method for detecting vehicle stopped state, with easy construction. 
     In this embodiment, laser sensors are employed as the distance sensors (that is, the front distance sensors  3   a ,  4   a ,  5   a  and  6   a , corresponding one of the rear distance sensors  3   b ,  4   b ,  5   b  and  6   b , and corresponding one of the upper distance sensors  3   c ,  4   c ,  5   c  and  6   c ). Accordingly, detection accuracy required for detecting minute change of shape appearing in the regions (that is, the front portions  11   a ,  12   a ,  13   a  and  14   a , the rear portions  11   b ,  12   b ,  13   b  and  14   b  and the upper portions  11   c ,  12   c ,  13   c  and  14   c ) is secured. 
     According to the construction, the detection accuracy of the stopped state of the vehicle  100  is secured. 
     Next, explanation will be given on detection method of vehicle stopped state according to the embodiment of the present invention referring to  FIGS. 6 and 7 . 
       FIG. 6  is an explanation drawing of a detection method of vehicle stopped state according to the embodiment of the present invention.  FIG. 7  is a schematic drawing of a detection method of vehicle stopped state according to the embodiment of the present invention. 
     As shown in  FIG. 6 , about the left-front tire  11 , a triangle S 1  is formed with the points A( 11 ), B( 11 ) and C( 11 ) measured by the group of the distance sensors  3  and detected by the arithmetic unit  8 . 
     In this embodiment, the arithmetic unit  8  calculates a three dimensional coordinate of a centroid point G( 11 ) of the triangle S 1 , and the centroid point G( 11 ) is employed as an evaluation point of the left-front tire  11 . Then, the stopped state of the left-front tire  11  is detected with the three dimensional coordinate of the centroid point G( 11 ) and the shape data of the left-front tire  11  previously stored in the arithmetic unit  8 . 
     The concept of the stopped state in this case includes the longitudinal and lateral stopped position of the tire, the crushed condition of the tire caused by change of air pressure, and stopped posture of the tire changed by the steering angle (rudder angle) of the tire or the like. 
     Similarly, about the right-front tire  12 , a triangle S 2  is formed with the points A( 12 ), B( 12 ) and C( 12 ) measured by the group of the distance sensors  4  and detected by the arithmetic unit  8 , and the arithmetic unit  8  calculates a three dimensional coordinate of a centroid point G( 12 ) of the triangle S 2 . The centroid point G( 12 ) is employed as an evaluation point of the right-front tire  12 . Then, the stopped state of right-front tire  12  is detected with the three dimensional coordinate of the centroid point G( 12 ) and the shape data of the right-front tire  12  previously stored in the arithmetic unit  8 . 
     Similarly, about the left-rear tire  13 , a triangle S 3  is formed with the points A( 13 ), B( 13 ) and C( 13 ) measured by the group of the distance sensors  5  and detected by the arithmetic unit  8 , and the arithmetic unit  8  calculates a three dimensional coordinate of a centroid point G( 13 ) of the triangle S 3 . The centroid point G( 13 ) is employed as an evaluation point of the left-rear tire  13 . Then, the stopped state of left-rear tire  13  is detected with the three dimensional coordinate of the centroid point G( 13 ) and the shape data of the left-rear tire  13  previously stored in the arithmetic unit  8 . 
     Similarly, about the right-rear tire  14 , a triangle S 4  is formed with the points A( 14 ), B( 14 ) and C( 14 ) measured by the group of the distance sensors  6  and detected by the arithmetic unit  8 , and the arithmetic unit  8  calculates a three dimensional coordinate of a centroid point G( 14 ) of the triangle S 4 . The centroid point G( 14 ) is employed as an evaluation point of the right-rear tire  14 . Then, the stopped state of right-rear tire  14  is detected with the three dimensional coordinate of the centroid point G( 14 ) and the shape data of the right-rear tire  14  previously stored in the arithmetic unit  8 . 
     About the fenders  15 ,  16 ,  17  and  18 , the points F( 15 ), F( 16 ), F( 17 ) and F( 18 ) measured by the upper distance sensors  3   c ,  4   c ,  5   c  and  6   c  and detected by the arithmetic unit  8  are employed as evaluation points of the fenders  15 ,  16 ,  17  and  18  respectively. By comparing the three dimensional coordinates of the points F with the shape data of the body  10  previously stored in the arithmetic unit  8 , the stopped state of the body  10  is detected. 
     In the detection method of vehicle stopped state according to the embodiment of the present invention, the points A( 11 ), A( 12 ), A( 13 ) and A( 14 ) as the first points are detected respectively by the front distance sensors  3   a ,  4   a ,  5   a  and  6   a  which scan the front portions  11   a ,  12   a ,  13   a  and  14   a  of the outside surfaces of the tires  11 ,  12 ,  13  and  14 . The points B( 11 ), B( 12 ), B( 13 ) and B( 14 ) as the second points are detected respectively by the rear distance sensors  3   b ,  4   b ,  5   b  and  6   b  which scan the rear portions  11   b ,  12   b ,  13   b  and  14   b  of the outside surfaces of the tires  11 ,  12 ,  13  and  14 . The points C( 11 ), C( 12 ), C( 13 ) and C( 14 ) as the third points are detected respectively by the upper distance sensors  3   c ,  4   c ,  5   c  and  6   c  which scan the upper portions  11   c ,  12   c ,  13   c  and  14   c  of the outside surfaces of the tires  11 ,  12 ,  13  and  14 . The points F( 15 ), F( 16 ), F( 17 ) and F( 18 ) as the fourth points are detected respectively by the upper distance sensors  3   c ,  4   c ,  5   c  and  6   c  which function as fender portion sensors scanning the fenders  15 ,  16 ,  17  and  18 . 
     According to the construction, the stopped state of the vehicle  100  can be detected regardless of the size and shape of the vehicle  100 , whereby the stopped state of the vehicle  100  can be detected accurately. 
     As shown in  FIG. 7 , total eight points of the three dimensional coordinates, the centroid point G( 11 ) detected about the left-front tire  11 , the centroid point G( 12 ) detected about the right-front tire  12 , the centroid point G( 13 ) detected about the left-rear tire  13 , the centroid point G( 14 ) detected about the right-rear tire  14 , and the points F( 15 ), F( 16 ), F( 17 ) and F( 18 ) respectively detected about the fenders  15 ,  16 ,  17  and  18  are used collectively so that the arithmetic unit  8  detects the stopped state of the vehicle  100 . 
     According to the detection method of vehicle stopped state according to the embodiment of the present invention, the stopped state of the body  10  and the stopped state of each of the tires  11 ,  12 ,  13  and  14  can be detected independently. Then, for example as shown in  FIG. 7(   b ), the stopped state of the vehicle  100  that only the body  10  is rotated centering on the Y-axis (along so-called pitch direction) can be detected accurately. 
     As shown in this embodiment, the present invention is adopted to a general vehicle with four wheels. However, by the application of the present invention, invention can be adopted easily to a vehicle that the number of tires (wheels) is not four. 
     Namely, the detection device of vehicle stopped state according to the embodiment of the present invention (that is, the vehicle stopped state detection device  1 ), which detects the stopped state of the vehicle  100  having a plurality of tires (that is, the tires  11 ,  12 ,  13  and  14 ) and the body  10  in which the fenders respectively corresponding to the tires (that is, the fenders  15 ,  16 ,  17  and  18 ) are formed, includes a plurality of groups of the distance sensors respectively corresponding to the tires  11 ,  12 ,  13  and  14  and the fenders  15 ,  16 ,  17  and  18  (that is, the groups of distance sensors  3 ,  4 ,  5  and  6 ) and the arithmetic unit  8  connected to the groups of distance sensors  3 ,  4 ,  5  and  6 . For example, illustrating with the group of distance sensors  3 , the detection device includes the front distance sensor  3   a  which scans the front portion  11   a  of the outside surface of the left-front tire  11  corresponding to the group of distance sensors  3  and detects the coordinate of the portion of the front portion  11   a  at which the left-front tire  11  expands the most outward along the direction of the side surface of the left-front tire  11  as the first point A( 11 ), the rear distance sensor  3   b  which scans the rear portion  11   b  of the outside surface of the left-front tire  11  corresponding to the group of distance sensors  3  and detects the coordinate of the portion of the rear portion  11   b  at which the left-front tire  11  expands the most outward along the direction of the side surface of the left-front tire  11  as the second point B( 11 ), the upper distance sensor  3   c  which scans the upper portion  11   c  of the outside surface of the left-front tire  11  corresponding to the group of distance sensors  3  and detects the coordinate of the portion of the rear portion  11   b  at which the left-front tire  11  expands the most outward along the direction of the side surface of the left-front tire  11  as the third point C( 11 ), and the upper distance sensor  3   c  which scans the fender part  15   a  of the left-front fender  15  corresponding to the group of distance sensors  3  and detects the coordinate of the portion of the fender part  15   a  at which the left-front fender  15  expands the most outward along the direction of the side surface of the body  10  as the fourth point F( 15 ). The arithmetic unit  8  detects the evaluation point of the left-front tire  11  (that is, the point G( 11 )) based on the coordinate of the centroid point G( 11 ) of the triangle S 1  formed with the points A( 11 ), B( 11 ) and C( 11 ) measured by the group of distance sensors  3  as apexes, and detects the evaluation point of the left-front fender  15  (that is, the point F( 15 )) based on the coordinate of the point F( 15 ). Based on the coordinates of the point G( 11 ) which is the evaluation point detected about the left-front tire  11  and the points G( 12 ), G( 13 ) and G( 14 ) detected about the other tires  12 ,  13  and  14  and the coordinates of the point F( 15 ) which is the evaluation point detected about the left-front fender  15  and the points F( 16 ), F( 17 ) and F( 18 ) detected about the other fenders  16 ,  17  and  18 , the stopped state of the vehicle  100  is detected. 
     The detection method of vehicle stopped state according to the embodiment of the present invention, which detects the stopped state of the vehicle  100  having a plurality of tires (that is, the tires  11 ,  12 ,  13  and  14 ) and the body  10  in which the fenders respectively corresponding to the tires (that is, the fenders  15 ,  16 ,  17  and  18 ) are formed, includes a plurality of groups of the distance sensors respectively corresponding to the tires  11 ,  12 ,  13  and  14  and the fenders  15 ,  16 ,  17  and  18  (that is, the groups of distance sensors  3 ,  4 ,  5  and  6 ) and the arithmetic unit  8  connected to the groups of distance sensors  3 ,  4 ,  5  and  6 . For example, illustrating with the group of distance sensors  3 , the coordinate of the portion of the front portion  11   a  of the left-front tire  11  at which the left-front tire  11  expands the most outward along the direction of the side surface of the left-front tire  11  is detected as the first point A( 11 ), the coordinate of the portion of the rear portion  11   b  of the left-front tire  11  at which the left-front tire  11  expands the most outward along the direction of the side surface of the left-front tire  11  is detected as the second point B( 11 ), the coordinate of the portion of the upper portion  11   c  of the left-front tire  11  at which the left-front tire  11  expands the most outward along the direction of the side surface of the left-front tire  11  is detected as the third point C( 11 ), and the centroid point G( 11 ) of the triangle S 1  formed with the detected points A( 11 ), B( 11 ) and C( 11 ) is employed as the evaluation point of the left-front tire  11 . The coordinate of the portion of the fender part  15   a  of the left-front fender  15  at which the left-front fender  15  expands the most outward along the direction of the side surface of the body  10  is detected as the fourth point F( 15 ), and the detected point F( 15 ) is employed as the evaluation point of the left-front fender  15 . Based on the coordinates of the evaluation points respectively detected about the tires  11 ,  12 ,  13  and  14  (that is, the points G( 11 ), G( 12 ), G( 13 ) and G( 14 )) and the coordinates of the evaluation points respectively detected about the fenders  15 ,  16 ,  17  and  18  (that is, the points F( 15 ), F( 16 ), F( 17 ) and F( 18 )), the arithmetic unit  8  detects the stopped state of the vehicle  100 . 
     According to the construction, the stopped state of the vehicle  100  can be detected regardless of the size and shape of the vehicle  100 , and the stopped state of the body  10  and the stopped state of each of the tires  11 ,  12 ,  13  and  14  can be detected respectively, whereby the stopped state of the vehicle  100  can be detected accurately. 
     Next, explanation will be given on an alignment adjusting device according to an embodiment of the present invention referring to  FIGS. 8 and 9 . 
       FIG. 8  is a block diagram of entire construction of the alignment adjusting device according to the embodiment of the present invention.  FIG. 9  is a schematic side view of the entire construction of the alignment adjusting device according to the embodiment of the present invention. 
     The alignment adjusting device adjusts a toe angle of each of tires of a vehicle and includes a toe angle detection device detecting the toe angle. The toe angle detection device only detects the toe angle, and the adjusting work of the toe angle has not been automated and is performed by an operator generally. 
     As shown in  FIG. 8 , the alignment adjusting device  20  includes the above-mentioned vehicle stopped state detection device  1 , and additionally includes a controller  21 , an adjuster  22 , a monitor  23 , an operation switch  24  and the like. In this embodiment, the detection part  2  provided in the vehicle stopped state detection device  1  also serves as the above-mentioned toe angle detection device. 
     The controller  21  controls each part of the alignment adjusting device  20  (for example, the adjuster  22 ) and is connected to the arithmetic unit  8 . The result of the stopped state of the vehicle detected by the vehicle stopped state detection device  1  is inputted from the arithmetic unit  8  into the controller  21 . 
     The adjuster  22  is controlled based on control signals transmitted from the controller  21 . As shown in  FIG. 11 , the adjuster  22  shown in this embodiment includes a slide part  22   a  having a tool part  22   c  which functions as a tool fastening and loosening bolts, nuts and the like and a robot part  22   b  functioning as a robot which guides the tool part  22   c  to a desired position. The adjuster  22  is controlled by the controller  21  so as to adjust automatically fastening condition of the bolt or nut positioned at an optional position. 
     In this embodiment, the adjuster  22  is illustrated which has an easy mechanism that the slide part  22   a  is slid along a guide  22   d  of the robot part  22   b . However, it may alternatively be constructed that the robot part  22   b  is an articulated robot arm and the tool part may be provided in the tip of the robot arm. 
     The monitor  23  is a display device connected to the controller  21  and displays the vehicle stopped state detection device  1  inputted into the controller  21  so that an operator which adjusts the alignment can know the stopped state of the vehicle and the like. 
     The operation switch  24  is connected to the controller  21  and includes an operation part  24   a  which can be operated by an operator in the vicinity of the vehicle  100 . When the operator confirms the stopped state of the vehicle and operates the operation switch  24 , the automatic control of the adjuster  22  by the controller  21  is permitted for the first time. 
     Next, explanation will be given on the automatic adjusting condition of the alignment by the alignment adjusting device  20  referring to  FIGS. 10 to 12 . 
       FIG. 10  is a flow chart of alignment adjusting work with the alignment adjusting device according to the embodiment of the present invention.  FIG. 11  is a schematic side view of automatic adjustment condition of a toe angle with the alignment adjusting device according to the embodiment of the present invention (before adjustment).  FIG. 12  is a schematic side view of automatic adjustment condition of a toe angle with the alignment adjusting device according to the embodiment of the present invention (under adjustment). 
     As shown in  FIG. 10 , in the adjusting work of the alignment by the alignment adjusting device  20 , firstly, an operator operates the vehicle  100  so as to send the vehicle into the alignment adjusting device  20  (STEP- 1 ). 
     Next, the operator stops the vehicle  100  at a predetermined stop position while performing rough positioning (STEP- 2 ). 
     Next, when the vehicle  100  is stopped at the predetermined stop position, the vehicle stopped state detection device  1  detects the stopped state of the vehicle  100  (STEP- 3 ). 
     Then, the judgment is performed based on the stopped state of the vehicle  100  detected by the vehicle stopped state detection device  1  (STEP- 4 ). 
     At the (STEP- 4 ), the arithmetic unit  8  compares the stopped state of the vehicle  100  detected by the vehicle stopped state detection device  1  with predetermined (desirable) stopped state set at the design, calculates shear amounts along each axis and around each axis, and confirms whether each shear amount is less than a threshold prescribed previously or not so as to perform the judgment. The judgment is performed with a formula 1 shown below. 
     A judgment formula about the X-axis is illustrated. 
     The shear amount in the X-axis direction of the front wheels (in more detail, the mean value of the shear amounts in the X-axis direction of the left-front tire  11  and the right-front tire  12 ) is defined as ΔX F , the shear amount of the rear wheels (in more detail, the mean value of the shear amounts in the X-axis direction of the left-rear tire  13  and the right-rear tire  14 ) is defined as ΔX R , the shear amount in the X-axis direction of the body is defined as ΔX V , the shear angle around the X-axis of the front wheels (in more detail, the mean value of the shear angles around the X-axis of the left-front tire  11  and the right-front tire  12 ) is defined as Δθ XF , the shear angle of the rear wheels (in more detail, the mean value of the shear angles around the X-axis of the left-rear tire  13  and the right-rear tire  14 ) is defined as Δθ XR , the shear angle around the X-axis of the body is defined as Δθ XV , and the threshold is defined as x. 
     
       
         
           
             
               
                 
                   
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     Then, similar judgment is also performed about the other axes (the Y-axis and the Z-axis). When at least one of the judgments about the axes does not satisfy the judgment formula, the operation of the operation switch  24  is annulled (STEP- 5 ), and then the shear amount is displayed by the monitor  23  (STEP- 6 ) so as to represent information for an operator to judge what direction and what distance the stopped state of the vehicle  100  is revised. 
     Then, based on the standard displayed by the monitor  23 , the operator revises the stopped state of the vehicle  100  (STEP- 7 ) and the vehicle stopped state detection device  1  detects the stopped state of the vehicle  100  again (STEP- 3 ), and (STEP- 3 ) to (STEP- 7 ) are repeated until the shear amount of each of the axis directions and the shear amount around each of the axes become less than the prescribed threshold. 
     When all the judgment about each axis is satisfied, the purport thereof is displayed by the monitor  23  (STEP- 8 ) so as to demand the operator to operate the operation switch  24 . Then, when the operator operates the operation switch  24  (for example, pulls the operation part  24   a ) (STEP- 9 ), the automatic control cycle of the adjuster  22  by the controller  21  is started (STEP- 10 ). 
     As shown in  FIG. 11 , at the adjustment work of the alignment, a tie rod  26  which is the adjustment part for the toe angle may be arranged deeply inside a recess  25  formed in the body  10 . Conventionally, when a tool is held to the tie rod  26  automatically by a robot or the like, the tool may touch the body  10  or the like because the stopped state of the vehicle  100  is not grasped correctly. Then, the adjustment work of the toe angle is performed by an operator each time. That obstructs the automating of the adjustment work of the alignment. 
     In the alignment adjusting device  20 , the stopped state of the vehicle  100  can be grasped accurately by the vehicle stopped state detection device  1 . Then, based on the information from the arithmetic unit  8 , the position and angle of insertion of the adjuster  22  can be adjusted accurately by the controller  21 . 
     Then, as shown in  FIG. 12 , the slide part  22   a  of the adjuster  22  can be inserted into the recess  25  without touching the body  10  or the like, and the tool part  22   c  formed at the tip of the slide part  22   a  can be held accurately to the tie rod  26  arranged deeply inside the recess  25 . Accordingly, the adjuster  22  can fasten and loosen the tie rod  26  without an operator. The controller  21  can controls the actuation of the adjuster  22  while detecting the toe angle of the vehicle  100  by the detection part  2  so as to adjust the fastening condition of the tie rod  26 . Namely, by the alignment adjusting device  20 , the adjustment work of the toe angle about the vehicle  100  can be automated. 
     As mentioned above, in the alignment adjusting device  20  according to the embodiment of the present invention, the arithmetic unit  8  detects the gap between the detection result of the stopped state of the vehicle  100  by the vehicle stopped state detection device  1  and the ideal stopped state of the vehicle  100 . When the gap is less than a predetermined threshold x, the alignment of the vehicle  100  is adjusted automatically, and when the gap is more than the threshold x, the stopped state of the vehicle  100  is adjusted. 
     According to the construction, the adjuster  22  is prevented from touching the body  10  at the time of the alignment adjustment work. 
     When the work of adjustment of toe angle of the vehicle  100  and the like is finished and the automatic control cycle of the adjuster  22  by the controller  21  is finished completely (STEP- 11 ), the series of automatic alignment adjustment work by the alignment adjusting device  20  is finished. 
     Namely, the alignment adjusting device  20  according to the embodiment of the present invention has the vehicle stopped state detection device  1  and adjusts the stopped state of the vehicle  100  based on the detection result of the stopped state of the vehicle  100  by the vehicle stopped state detection device  1 . 
     According to the construction, the stopped state of the vehicle  100  can be detected regardless of the size and shape of the vehicle  100  accurately, whereby the alignment adjustment work can be automated. 
     Industrial Applicability 
     The present invention is adoptable suitably to an art for detecting a stopped state of a vehicle and can be used for work such as alignment adjustment work of the vehicle after detecting the stopped state of the vehicle.