JP2004293224A

JP2004293224A - Car stop structure

Info

Publication number: JP2004293224A
Application number: JP2003089606A
Authority: JP
Inventors: Kazuhiko Kitagawa; 一彦北川
Original assignee: Individual
Current assignee: Individual
Priority date: 2003-03-28
Filing date: 2003-03-28
Publication date: 2004-10-21

Abstract

<P>PROBLEM TO BE SOLVED: To provide a car stop structure in a barrier free, which is simplified and in which a trouble is not generated even when a car approaches at an abnormal speed in the abnormal direction. <P>SOLUTION: The car stop structure is constituted including a recessed section 4 dug down from the ground surface of a parking area, a combined plate 6 composed of a front plate 8 and a rear plate 9 brought into the state in which the section 4 is covered, a front-plate supporting section 26 rotatably supporting the front plate in the horizontal direction, a rear-plate supporting section 38 rotatably supporting the rear plate 9 in the horizontal direction and an urging means 62 upwards urging the plate 8 and the plate 9. A first state, in which each surface of the plate 6 is made flush with the ground surface 1, and a second state, in which the rear end section of the plate 9 is positioned at a section upper than the front end section of the plate 9, are enabled. The plate 8 and the plate 9 are urged by the urging means 62 in the direction that the state is tranferred from the second state to the first state, the first state is brought when a body is not placed on the plate 6 and the second state is brought when a wheel 70 for the car is placed on the plate 6. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は駐車場に設けられる車止めに関する。詳しくは、バリアフリーの機能を有する車止めに関する。
【０００２】
【従来の技術】
駐車場に設けられる車止めとしては、高さ、幅１０ｃｍ、長さ６０ｃｍ程度のサイズの一対のコンクリートブロックを車輪の間隔に対応して地面に固定したものが一般的である。しかし、このような突起物を地面に固定する態様は、障害者の歩行を妨げ危険である場合がある。
【０００３】
この問題に対処するためには、駐車時のみ車止め機能を果たし、車が駐車されていないときには駐車スペースの地面がその周囲の地面と面一になるような方式を実現することが好ましい。このような方式としては、例えば、有料駐車場の駐車管理に用いられるようなロック板を備え、地面から突出しない状態で設置された機構物を駐車場に設置し、車が駐車されていないときにはそのロック板が水平に倒れ、駐車時のみそのロック板が起立して車止めとなる方式が考えられる。
【０００４】
従来のロック板を備えた駐車管理機構物は、車一台分の駐車スペースが定められ、その駐車スペースの一側方境界部分から内方に向けロック板が設けられ、このロック板は基端に備えた支持軸を回転可能に水平に軸支されており、そしてこの支持軸を起伏装置によって回転駆動させることにより、前記ロック板を起伏させるように設けられていた。このような機構物としては公知の機構物（例えば、特許文献１参照。）を用いることが出来ると考えられる。
【０００５】
しかし、このような機構物は、ロック板の駆動に複雑な機構を必要とし、かつ、車の進入を感知する感知機構の設置が不可欠であり、製造コストや維持コストが高く、不特定多数の人が不定時かつ無料で使用する駐車場には適さない。
【０００６】
一方、図７に示すように、地面にピットを掘ってその開口部を踏み板で覆い、駐車時にその踏み板がピットの中に車の重みで下降する方式が考えられる。この方式の公知の具体例としては、図７に示すように、地面２０１にピット２０２を掘り、開口部を踏み板２０４で覆い、踏み板２０４の前端がピット２０２の前縁に軸着部２１０を介して軸着され、踏み板２０４が圧縮バネ２１２を介してピット２０２の底面に支えられる車止め構造２３０が挙げられる。車のない状態では、踏み板２０４が圧縮バネ２１２を介してピット２０２の底面に支えられて地面２０１と面一となり、車の車輪２１４が踏み板２０４に載ると踏み板２０４が軸着部２１０を支点に圧縮バネ２１２の付勢力に抗して下方に移動し踏み板２０４の後端がストッパ２２２で当止される位置まで下降する。これにより、ピット２０２の後側壁面２２０が車止めとなる。
【０００７】
しかし、この方式では、車止めとなる後側壁面２２０が、地面２０１に対して直角となるので、車が勢い良く踏み板２０４に進入してきた場合に、車輪が後側壁面２２０と地面２０１との交わる直角の縁２２４に激突することとなり、搭乗者に衝撃を与えたり、車輪を損傷したりするおそれがある。更に、車が踏み板２０４の前後方向と直角に踏み板２０４に進入してきた場合には、車輪が左又は右の側壁面と地面２０１との交わる直角の縁に衝突することとなり、この場合も搭乗者に衝撃を与えたり、車輪を損傷したりするおそれがある。更に、車が後側壁面２２０のがわから進入すると、車輪が踏み板２０４を踏んで急激に下降するので乗員及び車への衝撃が大きい。
【０００８】
【特許文献１】
特開昭６０−１９８７５号公報（第２〜３頁、第１〜３図）
【０００９】
【発明が解決しようとする課題】
本発明は、これら問題点に鑑み、構造が簡単で、車が正常でない速度で進入したり、正常でない方向から進入してもトラブルとならない、バリアフリーの車止め構造を提供しようとする。
【００１０】
【課題を解決するための手段】
本発明の要旨とするところは、駐車場の地面から掘り下げた凹陥部と、
前板と後板とから成り、該前板の後端部と該後板の前端部とが近接又は連結され、該凹陥部に蓋する状態をとり得る組み合わせ板と、
該前板を左右方向を軸心として回動可能に支持する前板支持部と、
該後板を左右方向を軸心として回動可能に支持する後板支持部と
前記前板の後端部及び前記後板の前端部を上方に付勢する付勢手段と
を含んで構成され、
前記組み合わせ板が、
前記前板と前記後板のそれぞれの面が前記地面と面一になる一の状態と、
該前板の前端部が、前記凹陥部の前縁又は該前縁の近傍に位置し、該前板の後端部及び該後板の前端部が前記地面と面一な面から下方の位置に位置し、該後板の後端部が、該後板の前端部より上方に位置する二の状態とをとることとが可能とされた車止め構造であることにある。
【００１１】
前記車止め構造においては、前記付勢手段の付勢力が、前記組み合わせ板に人の体重に相当する荷重以下の荷重が下方にかかっているとき前記一の状態を保持するように設定され得る。
【００１２】
前記車止め構造においては、前記二の状態において前記後板の後端部が前記地面より上方に位置し得る。
【００１３】
又、本発明の要旨とするところは、前記後板の前端部と前記前板の後端部とを連結して連動させる連動部を備え、
前記前板支持部が、前記凹陥部の前縁部に前記前板の前端部を連結する前板連結部であり、
前記凹陥部の内側に前記後板又は前記前板の運動を当止する当止面が設けられ、当止された状態で前記後板の面が水平となる前記車止め構造であることにある。
【００１４】
前記車止め構造においては、前記付勢手段がコイルバネを含んで成り得、前記連動部に該コイルバネが装着され得る。
【００１５】
前記車止め構造においては、前記連動部が、前記後板の前端部に設けられた前記前板の後端部を載置する載置部であり得、前記後板支持部が、前記後板の前後方向中央部を支持する後板連結部であり得る。
【００１６】
前記車止め構造においては、前記付勢手段がコイルバネを含んで成り得、前記後板連結部に該コイルバネが装着され得る。
【００１７】
【発明の実施の形態】
本発明に係る態様を図面に基づいて詳しく説明する。なお、本明細書においては、各図にわたって記される同じ符号は同一又は同様の部材やものを示す。図１は本発明の車止め構造２の側面がわからの説明図であり、図２は、図１の上面からみた説明図である。車止め構造２においては、駐車場の地面１から掘り下げ凹陥部４が形成され、凹陥部４には壁面を形成する壁面材５が設けられる。凹陥部４の開口部には、凹陥部４に蓋をする状態で、図面視左方（前がわ）から進入して駐車された車の車輪が乗せられることとなる組み合わせ板６が設けられる。組み合わせ板６は、自身の前部に配された前板８と後部に配された後板９とから成る。後板９は前端部１８に載置板１６が固着され、載置板１６上に前板８の後端部２０が載置される配置となる。載置板１６が前板の後端部２０を載置する載置部１９を構成し、載置部１９が、後板９の前端部１８と前板８の後端部２０とを連動する連動部２１を構成する。前板８の前端部２２が、凹陥部４の前方の縁部２４と前板連結部（前板支持部）２６を介して連結されている。前板連結部２６は、前方の縁部２４から内側に突出する一対の軸受け部２８と、前板８の前端部２２から下方に突出する軸保持部３０と、軸保持部３０から左右に突出し、軸受け部２８に左右方向を軸心として軸着する軸部３４とから成る。
【００１８】
後板９が、後板９の前後方向にみた中央部の下面で、凹陥部４の側方の側壁部３６と後板連結部３８を介して連結されている。後板連結部（後板支持部）３８は、前後方向に延びる面を有する側壁部３６から内側に張り出され、片面４２を前方の縁部２４に面して垂直に配置し、片面４２に直交する面４４を空がわに面して水平に配置したアングル形状の固定子４０と、片面４２から前方に突出するロッド保持部４８と、軸心を水平かつ左右方向に向けてロッド保持部４８に保持されるロッド５０と、ロッド５０を左右方向を軸心として軸着する後板軸受部５２とで構成される。後板軸受部５２は後板９の下面の前後方向にみた中央部で後板９に固定されている。
【００１９】
面４４は後板９の面が水平になった状態で後板９の後端部５８の下面５４を下から受けて後端部５８がそれ以上下降しないよう当止する当止面６０となっている。
【００２０】
コイルバネ６２のコイル部にロッド５０が挿通されて、ロッド５０にコイルバネ６２が装着されている。コイルバネ６２の直線状の一端部６４が、後板９の前端部１８の下面に当接し、コイルバネ６２の直線状の他端部６６が片面４２に当接している。これにより、後板９は、前端部１８が上昇し後端部５８が下降する方向に付勢される。
【００２１】
この付勢により、組み合わせ板６に物体が載せられていないときに、前板８と後板９のそれぞれの面が前記地面と面一になる実線で示す一の状態が実現する。車の車輪７０が組み合わせ板６に乗せられたときに、前板８の前端部２２が、凹陥部４の前縁の近傍に位置し、前板８の後端部２０が矢印Ｙの方向に下降して地面１と面一な面より下方の位置に位置し、後板９の前端部１８が、その位置の近傍に位置し、かつ後板９の後端部５８が、後板９の前端部１８の位置より上方に位置する、破線で示す二の状態が実現する。上昇し斜めになった後端部５８により、車輪７０が当止されるので、車輪７０への衝撃が少なく、かつ後端部５８が地面１よりも上方に上昇するので確実に車輪７０が当止される。
【００２２】
この車止め構造２の構成においては、コイルバネ（付勢手段）６２により、前板８と後板９とが、二の状態から一の状態に移行する方向に付勢されている。なお、一の状態においても、後板９は後端部５８が下降する方向にコイルバネ６２により付勢されていることが好ましい。一の状態における付勢力の大きさは、車輪７０が組み合わせ板６に載置されたときに二の状態が実現し、人が組み合わせ板６に乗ったときにその体重に抗して組み合わせ板６が水平に保たれる程度の大きさである。破線で示すコイルバネ６２の一端部６４の状態は、コイルバネ６２の他端部６６が片面４２に当接して一端部６４に力がかからない仮想状態である。コイルバネ６２はロッド５０等とともに左右方向に複数個配設されることが好ましい。
【００２３】
例えば、人の体重を例外的ともいえる場合を除いて１００ｋｇ以下とみなすと、車止め構造２においては、組み合わせ板６に１００ｋｇ以下の荷重がかかった場合、コイルバネ６２の付勢力は、前板８の後端部２０と後板９の前端部１８とを上方に向けて支え、組み合わせ板６が一の状態にとどまる強さである。又、組み合わせ板６に、車の重量により車輪にかかる荷重である１２５ｋｇ以上の荷重がかかった場合、コイルバネ６２の付勢力はこの荷重に耐え切れず、組み合わせ板６が、一の状態から二の状態に移行する。この１２５ｋｇは、車の重量を軽量の自動車の標準的な重量の範囲にある５００ｋｇとして車輪の数４で除した値である。
【００２４】
凹陥部４の底面７６に後板ストッパ７４が設けられて、後板９の前端部１８が二の状態より更に下降しないよう後板９を当止する。凹陥部４の底面７６が後板ストッパ７４の機能を果たしてもよい。又、凹陥部４の底面７６に前板ストッパ９９が設けられて、前板８が二の状態より更に下降しないよう前板８を当止することも好ましい。
【００２５】
車止め構造２のこのような構成により、車輪７０が組み合わせ板６に載置された二の状態で、後板９が斜向しその後端部５８が地面１の面より上方に位置して車輪７０を停止させることが可能となるので、車輪による荷重で組み合わせ板６の全体が凹陥部４の内側に沈む必要がない。このため、車輪による荷重で沈む組み合わせ板６の最大沈み高さＨは７ｃｍ前後と極めて小さくできる。従って、凹陥部４を深く掘り下げる必要がなく、工費が安く済む。又、車が横（左又は右方向）から進入しても、組み合わせ板６の沈み込み量が小さいので、凹陥部４に落下するとしても衝撃が小さい。更に、車が後方から進入しても、急激に凹陥部４に落下することがない。
【００２６】
本発明の他の態様の一例を図３（ａ）の側面がわからの説明図に示す。本発明の車止め構造２ａにおいては、凹陥部４の開口部に、凹陥部４に蓋をする状態で、駐車された車の後輪対又は前輪対が乗せられることとなる組み合わせ板６ａが設けられる。組み合わせ板６ａは、自身の前部に配された前板８ａと後部に配された後板９ａとから成る。前板８ａの前端部２２と凹陥部４の縁部２４とが、両者を回動自在に連結する回動自在連結部２６ａ（前板連結部（前板支持部）２６）を介して連結されている。前板８ａの後端部２０と後板９ａの前端部１８とが左右方向を軸心とする丁番８０（連動部８２）を介して結合されている。
【００２７】
後板９ａの下面の前後方向にみた中央部は、受け部（後板支持部）８８に備えられた受けロール９０で下から支持される。受け部８８は、左右方向を軸心として回動自在とされた受けロール９０と受けロール９０用のブラケット台９２から成り、ブラケット台９２は左右方向に凹陥部４の左右方向の側壁面から張られたベースアングル材９４に固定されている。
【００２８】
又、前板８ａの後端部２０と後板９ａの前端部１８との間にはコイルバネ（付勢手段）６２ａが架け渡されている。コイルバネ６２ａは、コイルの軸心を左右方向にして、直線状の一端部６４ａが後端部２０の下面と当接し、かつ、一端部６４ａは、この当接した面に固定されている。直線状の他端部６６ａが前端部１８の下面と当接している。コイルバネ６２ａは左右方向に複数個配設されることが好ましい。
【００２９】
図３（ｂ）の要部上面図にあわせ示すように、前板８ａの側縁部に切欠き９６が形成され、前板８ａの側縁部下面の切欠き９６が形成された部分に当て板９８が固定されている。一方凹陥部４の側縁部から当止子１００が内側に突出している。コイルバネ６２ａの付勢により上昇しようとする前板８ａが当て板９８を介して当止子１００の当止面により当止されて、当止された状態で前板８ａの面が水平となる。この状態で、当止子１００は、切欠き９６と当て板９８で形成される窪み１０２に入り込んでいる。
【００３０】
車の車輪７０が組み合わせ板６ａに乗せられたときに、前板８ａの前端部２２が、凹陥部４の前縁の近傍に位置し、前板８ａの後端部２０が、地面１と面一な面より下方の位置に位置し、後板９ａの前端部１８ａが、その位置の近傍に位置し、かつ後板９ａの後端部５８が、後板９ａの前端部１８の位置より上方に位置する、破線で示す二の状態が実現する。上昇し斜めになった後端部５８により、車輪７０が当止されるので、車輪７０への衝撃が少なく、かつ後端部５８が地面１よりも上方に上昇するので確実に車輪７０が当止される。
【００３１】
この車止め構造２ａの構成においては、コイルバネ（付勢手段）６２ａにより、前板８ａと後板９ａとが、二の状態から一の状態に移行する方向に付勢されている。なお、一の状態においても、後板９ａは後端部５８が下降する方向にコイルバネ６２ａにより付勢されている。一の状態における付勢力の大きさは、車輪７０が組み合わせ板６ａに載置されたときに二の状態が実現し、人が組み合わせ板６ａに乗ったときにその体重に抗して組み合わせ板６ａが水平に保たれる程度の大きさである。凹陥部４の底面７６に前板ストッパ７４ａが設けられて、前板８ａの後端部２０が二の状態より更に下降しないよう前板８ａを当止する。前板ストッパ７４ａは底面７６に複数個設けられてもよい。
【００３２】
受けロール９０は左右方向に延びる長尺のものであってもよいし、複数個の短尺のロールが左右方向に互いに間隔をおいて設けられてもよい。
【００３３】
本発明の更に他の態様の一例を図４の側面がわからの説明図に示す。本発明の車止め構造２ｂにおいては、凹陥部４の開口部に、凹陥部４に蓋をする状態で、駐車された車の後輪対又は前輪対が乗せられることとなる組み合わせ板６ａが設けられる。組み合わせ板６ａは、自身の前部に配された前板８ａと後部に配された後板９ａとから成る。前板８ａの前端部２２と縁部２４とが、両者を回動自在に連結する回動自在連結部２６ａ（前板連結部（前板支持部）２６）を介して連結されている。前板８ａの後端部２０と後板９ａの前端部１８とが左右方向を軸心とする丁番８０（連動部８２）を介して結合されている。
【００３４】
後板９ａの下面の前後方向にみた中央部は、受け部（後板支持部）８８で下から支持される。
【００３５】
一方、凹陥部４の底面７６から圧縮バネ１１０がコイルの軸心を垂直にして立設されている。圧縮バネ１１０の上端は、前板８ａの下面に当接し、前板８ａの後端部２０が上昇する方向に前板８ａを付勢している。又、凹陥部４の底面７６に前板ストッパ７４ｂが設けられて、前板８ａの後端部２０が二の状態より更に下降しないよう前板８ａを当止する。前板ストッパ７４ｂは底面７６に複数個設けられてもよい。
【００３６】
図３（ｂ）の要部上面図の態様と同様に、前板８ａの側縁部に切欠き９６が形成され、前板８ａの側縁部下面の切欠き９６が形成された部分に当て板９８が固定されている。一方凹陥部４の側縁部から当止子１００が内側に突出している。圧縮バネ１１０の付勢により上昇しようとする前板８ａが当て板９８を介して止子１００により当止されて、当止された状態で前板８ａの面が水平となる。
【００３７】
車輪７０が組み合わせ板６ａに乗せられたときに、前板８ａの前端部２２が、凹陥部４の前縁２４の近傍に位置し、前板８ａの後端部２０が、地面１と面一な面より下方の位置に位置し、後板９ａの前端部１８ａが、その位置の近傍に位置し、かつ後板９ａの後端部５８が、後板９ａの前端部１８ａの位置より上方に位置する、破線で示す二の状態が実現する。上昇し斜めになった後端部５８により、車輪７０が当止されるので、車輪７０への衝撃が少なく、かつ後端部５８が地面１よりも上方に上昇するので確実に車輪７０が当止される。
【００３８】
この車止め構造２ｂの構成においては、圧縮バネ（付勢手段）１１０により、前板８ａと後板９ａとが、二の状態から一の状態に移行する方向に付勢されている。なお、一の状態においても、後板９ａは後端部５８が下降する方向に圧縮バネ１１０により付勢されている。一の状態における付勢力の大きさは、車輪７０が組み合わせ板６ａに載置されたときに二の状態が実現し、人が組み合わせ板６ａに乗ったときにその体重に抗して組み合わせ板６ａが水平に保たれる程度の大きさである。圧縮バネ１１０は左右方向に複数個配設されることが好ましい。
【００３９】
本発明の又更に他の態様の一例を図５の側面がわからの説明図に示す。本発明の車止め構造２ｃにおいては、凹陥部４ｃの開口部に、凹陥部４ｃに蓋をする状態で、駐車された車の後輪対又は前輪対が乗せられることとなる組み合わせ板６ｃが設けられる。凹陥部４ｃには壁面を形成する壁面材５ｃが設けられる。組み合わせ板６ｃは、自身の前部に配された前板８ｃと後部に配された後板９ｃとから成る。前板８ｃの前端部２２から後端部２０にかけての中間部１２０の下面側と、凹陥部４ｃの前方の縁部２４とが丁番１２２を介して連結されている。前板８ｃの後端部２０と後板９ｃの前端部１８とが左右方向を軸心とする丁番１２４（連動部８２ｃ）を介して結合されている。車輪が載せられない図５（ａ）の状態では、前端部２２は、地面１から凹陥部４ｃの縁部２４に至る地面１よりも一段下がった段差部の水平面１２４上に重畳された状態で当接している。前板８ｃの後端部２０が、圧縮バネ（付勢手段）１２６により上方に付勢されており、かつ前端部２２のこれ以上の下降が水平面１２４により妨げられているので、前板８ｃはこの状態で水平を保つ。後板９ｃの後端部５８は、地面１から凹陥部４ｃの後縁部１３０に至る地面１よりも一段下がった段差部の水平面１３２上に重畳された状態で当接している。これにより、組み合わせ板６ｃは水平を保つ。
【００４０】
車輪が載せられた図５（ｂ）の状態では、前板８ｃは後端部２０がストッパ１３４に当接する位置まで下降し、又、後板９ｃは、後縁部１３０上をスライドしつつ後縁部１３０を支点として前端部１８が下降し、後端部５８が地面１よりも上方に上昇する。上昇し斜めになった後端部５８により、車輪７０が当止されるので、車輪７０への衝撃が少なく、かつ後端部５８が地面１よりも上方に上昇するので確実に車輪７０が当止される。
【００４１】
図６に車止め構造の地面への配置と車輪対の位置関係を示す。図６（ａ）は、１個の車輪対９０に対して２個の車止め構造２（２ａ、２ｂ）が設けられる態様である。即ち、個々の車輪７０に対応して凹陥部４が設けられる。図６（ｂ）は、１個の車輪対９０に対して１個の車止め構造２（２ａ、２ｂ）が設けられる態様である。即ち、１個の車輪対９０に対応して凹陥部４が設けられる。なお、破線Ａは、車輪が載せられていない状態の後板９ａ（９ａ）の後端の位置である。
【００４２】
以上本発明の車止め構造の態様を説明したが、本発明はその趣旨を逸脱しない範囲で、当業者の知識に基づき種々の改良、修正、変形を加えた態様で実施し得るものであり、これらの態様はいずれも本発明の範囲に属するものである。例えば、本発明においては、組み合わせ板を付勢する手段としてコイルバネや圧縮バネのほかに板バネや、エアシリンダ、デッドウエイト等の付勢手段の使用が可能である。凹陥部の深さを浅くするうえではコイルバネの使用が好ましい。又、前板、後板それぞれに独立に付勢手段が設けられてもよい。この場合は、前板の後端部と後板の前端部とが結合されない態様のあり得る。更に、連動部は、伸縮性部材、可撓性部材を介して前板の後端部と後板の前端部とを結合するものであってもよい。
【００４３】
【発明の効果】
本発明の車止め構造は、バリアフリーであり、構造が簡単である。かつ、車が正常でない速度で進入したり、正常でない方向から進入してもトラブルとならない。
【００４４】
本発明の車止め構造は、凹陥部の深さを浅くできる。
【図面の簡単な説明】
【図１】本発明の車止め構造の側面がわからみた説明図である。
【図２】図１の車止め構造の上面からみた説明図である。
【図３】本発明の車止め構造の他の態様の一例を示す側面がわからみた説明図である。
【図４】本発明の車止め構造の更に他の態様の一例を示す側面がわからみた説明図である。
【図５】本発明の車止め構造の又更に他の態様の一例を示す側面がわからみた説明図であり、図５（ａ）は車輪が載せられていない状態、図５（ｂ）は車輪が載せられた状態である。
【図６】本発明の車止め構造の地面への配置と車輪対の位置関係を示す上面模式図である。
【図７】従来の車止め構造の構成を示す側面がわからみた説明図である。上面模式図である。
【符号の説明】
１：地面
２、２ａ、２ｂ：車止め構造
４：凹陥部
６、６ａ：組み合わせ板
８、８ａ：前板
９、９ａ：後板
２６：前板連結部（前板支持部）
３８：後板連結部（後板支持部）
６０：当止面
６２、６２ａ：コイルバネ（付勢手段）
７０：車輪
８２：連動部
８８：受け部（後板支持部）
１１０、１２６：圧縮バネ（付勢手段）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a car stop provided in a parking lot. More specifically, the present invention relates to a car stop having a barrier-free function.
[0002]
[Prior art]
As a car stop provided in a parking lot, a pair of concrete blocks having a size of about 10 cm in height, about 60 cm in length and about 10 cm in width are generally fixed to the ground corresponding to the distance between wheels. However, such an aspect in which the protrusion is fixed to the ground may hinder walking of a disabled person and may be dangerous.
[0003]
In order to cope with this problem, it is preferable to realize a system in which the vehicle stops when the vehicle is not parked and the ground of the parking space is flush with the surrounding ground when the vehicle is not parked. As such a system, for example, a lock plate used for parking management of a toll parking lot is provided, and a mechanism installed so as not to protrude from the ground is installed in the parking lot, and when a car is not parked, It is conceivable that the lock plate falls down horizontally and the lock plate stands up only during parking to stop the vehicle.
[0004]
In a conventional parking management mechanism provided with a lock plate, a parking space for one vehicle is defined, and a lock plate is provided inward from one side boundary portion of the parking space. The lock shaft is provided so that the lock plate is raised and lowered by rotating the support shaft rotatably by a raising and lowering device. It is considered that a known mechanism (for example, see Patent Document 1) can be used as such a mechanism.
[0005]
However, such a mechanism requires a complicated mechanism for driving the lock plate, and it is indispensable to install a sensing mechanism for sensing the entry of the vehicle, and the manufacturing cost and maintenance cost are high, and an unspecified number of It is not suitable for parking lots that people use at random and free of charge.
[0006]
On the other hand, as shown in FIG. 7, a method is considered in which a pit is dug in the ground, the opening of the pit is covered with a tread plate, and the tread plate descends into the pit with the weight of the vehicle during parking. As a known specific example of this method, as shown in FIG. 7, a pit 202 is dug in the ground 201, the opening is covered with a tread plate 204, and the front end of the tread plate 204 is attached to the front edge of the pit 202 via a shaft attachment portion 210. A wheel stopper structure 230 is provided, in which the tread plate 204 is supported on the bottom surface of the pit 202 via a compression spring 212. In a state without a car, the tread plate 204 is supported on the bottom surface of the pit 202 via the compression spring 212 and is flush with the ground 201, and when the wheel 214 of the car is placed on the tread plate 204, the tread plate 204 is supported by the shaft attachment portion 210 as a fulcrum. It moves downward against the urging force of the compression spring 212 and descends to a position where the rear end of the step plate 204 is stopped by the stopper 222. As a result, the rear side wall surface 220 of the pit 202 stops.
[0007]
However, in this method, since the rear wall surface 220 serving as a vehicle stop is at right angles to the ground surface 201, when the vehicle vigorously enters the tread plate 204, the wheels intersect with the rear wall surface 220 and the ground surface 201. The collision with the right-angled edge 224 may cause a shock to the occupant or damage to the wheels. Furthermore, when the vehicle enters the tread 204 at a right angle to the front-rear direction of the tread 204, the wheel collides with a right-angled edge where the left or right side wall surface and the ground 201 intersect. Shock or damage to the wheels. Furthermore, when the vehicle enters from behind the back wall 220, the wheels suddenly descend on the tread plate 204, so that the impact on the occupant and the vehicle is large.
[0008]
[Patent Document 1]
JP-A-60-19875 (pages 2-3, FIGS. 1-3)
[0009]
[Problems to be solved by the invention]
The present invention has been made in view of the above problems, and has as its object to provide a barrier-free wheel stop structure that has a simple structure and does not cause trouble even if a vehicle enters at an abnormal speed or enters from an abnormal direction.
[0010]
[Means for Solving the Problems]
The gist of the present invention is a concave portion dug down from the ground of the parking lot,
Combined plate consisting of a front plate and a rear plate, wherein the rear end of the front plate and the front end of the rear plate are close to or connected to each other, and can take a state of covering the recessed portion,
A front plate supporting portion that rotatably supports the front plate around the left-right direction,
A rear plate supporting portion that rotatably supports the rear plate around the left-right direction, and a biasing unit that biases the rear end of the front plate and the front end of the rear plate upward. ,
The combination board is
One state in which the respective surfaces of the front plate and the rear plate are flush with the ground,
The front end of the front plate is located at or near the front edge of the recess, and the rear end of the front plate and the front end of the rear plate are located below a plane flush with the ground. And the rear end of the rear plate is located above the front end of the rear plate.
[0011]
In the wheel stopper structure, the urging force of the urging means may be set so as to maintain the one state when a load equal to or less than a load corresponding to the weight of a person is applied to the combination board downward.
[0012]
In the wheel stop structure, the rear end of the rear plate may be located above the ground in the second state.
[0013]
Further, the gist of the present invention includes an interlocking unit that connects and interlocks the front end of the rear plate and the rear end of the front plate,
The front plate supporting portion is a front plate connecting portion that connects a front end portion of the front plate to a front edge portion of the concave portion,
The vehicle stop structure is provided with a stop surface for stopping the movement of the rear plate or the front plate inside the recess, and the surface of the rear plate is horizontal in the stopped state.
[0014]
In the wheel stopper structure, the urging means may include a coil spring, and the coil spring may be mounted on the interlocking portion.
[0015]
In the wheel stopper structure, the interlocking portion may be a mounting portion for mounting a rear end portion of the front plate provided at a front end portion of the rear plate, and the rear plate support portion may be a mounting portion of the rear plate. It may be a rear plate connecting portion that supports a central portion in the front-rear direction.
[0016]
In the wheel stopper structure, the urging means may include a coil spring, and the coil spring may be mounted on the rear plate connecting portion.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
An embodiment according to the present invention will be described in detail with reference to the drawings. Note that, in this specification, the same reference numerals throughout the drawings indicate the same or similar members and components. FIG. 1 is an explanatory view showing a side surface of a vehicle stopping structure 2 according to the present invention, and FIG. 2 is an explanatory view showing the upper side of FIG. In the car stopping structure 2, a recess 4 is dug down from the ground 1 of the parking lot, and the recess 4 is provided with a wall member 5 forming a wall surface. At the opening of the recess 4, a combination plate 6 on which the wheel of a car that has entered and parked from the left (front side) in the drawing is provided in a state where the recess 4 is covered. . The combination plate 6 is composed of a front plate 8 arranged at its front and a rear plate 9 arranged at its rear. The mounting plate 16 is fixed to the front end 18 of the rear plate 9, and the rear end 20 of the front plate 8 is mounted on the mounting plate 16. The mounting plate 16 constitutes a mounting portion 19 on which the rear end portion 20 of the front plate is mounted, and the mounting portion 19 links the front end portion 18 of the rear plate 9 and the rear end portion 20 of the front plate 8. The interlocking unit 21 is configured. A front end 22 of the front plate 8 is connected to a front edge 24 of the recess 4 via a front plate connecting portion (front plate supporting portion) 26. The front plate connecting portion 26 has a pair of bearing portions 28 projecting inward from the front edge 24, a shaft holding portion 30 projecting downward from the front end portion 22 of the front plate 8, and a left and right projecting from the shaft holding portion 30. And a shaft portion 34 which is mounted on the bearing portion 28 with the left-right direction as the axis.
[0018]
The rear plate 9 is connected to the side wall 36 on the side of the recess 4 via a rear plate connecting portion 38 at the lower surface of the central portion of the rear plate 9 as viewed in the front-rear direction. The rear plate connecting portion (rear plate supporting portion) 38 extends inward from the side wall portion 36 having a surface extending in the front-rear direction, and is arranged vertically with one surface 42 facing the front edge portion 24. An angle-shaped stator 40 in which the orthogonal surface 44 is arranged horizontally facing the sky, a rod holding portion 48 protruding forward from one surface 42, and a rod holding portion with its axis horizontal and horizontal. 48, and a rear plate bearing 52 that axially attaches the rod 50 to the left and right directions as an axis. The rear plate bearing portion 52 is fixed to the rear plate 9 at the center of the lower surface of the rear plate 9 as viewed in the front-rear direction.
[0019]
The surface 44 serves as an abutment surface 60 that receives the lower surface 54 of the rear end portion 58 of the rear plate 9 from below while the surface of the rear plate 9 is horizontal and stops the rear end portion 58 from lowering further. ing.
[0020]
The rod 50 is inserted into the coil part of the coil spring 62, and the coil spring 62 is mounted on the rod 50. One end 64 of the coil spring 62 is in contact with the lower surface of the front end 18 of the rear plate 9, and the other end 66 of the coil spring 62 is in contact with the one surface 42. Thereby, the rear plate 9 is urged in a direction in which the front end 18 rises and the rear end 58 descends.
[0021]
By this biasing, when the object is not placed on the combination plate 6, a state shown by a solid line in which the respective surfaces of the front plate 8 and the rear plate 9 are flush with the ground is realized. When the vehicle wheel 70 is mounted on the combination plate 6, the front end 22 of the front plate 8 is located near the front edge of the recess 4 and the rear end 20 of the front plate 8 is moved in the direction of arrow Y. It is lowered to a position below the surface flush with the ground 1, the front end 18 of the rear plate 9 is located near that position, and the rear end 58 of the rear plate 9 is Two states indicated by broken lines, which are located above the position of the front end portion 18, are realized. The wheel 70 is stopped by the rear end portion 58 which is inclined and raised, so that the impact on the wheel 70 is small, and since the rear end portion 58 is raised above the ground 1, the wheel 70 is surely hit. Is stopped.
[0022]
In the structure of the wheel stopper structure 2, the front plate 8 and the rear plate 9 are urged by the coil springs (urging means) 62 in the direction from the second state to the first state. Note that, even in one state, the rear plate 9 is preferably urged by the coil spring 62 in a direction in which the rear end 58 descends. The magnitude of the biasing force in one state is such that when the wheel 70 is placed on the combination board 6, the second state is realized, and when a person rides on the combination board 6, the weight of the combination board 6 Is large enough to be kept horizontal. The state of the one end 64 of the coil spring 62 indicated by a broken line is a virtual state in which the other end 66 of the coil spring 62 abuts on the one surface 42 and no force is applied to the one end 64. It is preferable that a plurality of coil springs 62 are provided in the left-right direction together with the rod 50 and the like.
[0023]
For example, assuming that the weight of a person is 100 kg or less except for the case where the weight can be said to be exceptional, in the vehicle stopping structure 2, when a load of 100 kg or less is applied to the combination plate 6, the urging force of the coil spring 62 is The rear end portion 20 and the front end portion 18 of the rear plate 9 are supported upward, and the combined plate 6 has such strength that it remains in one state. Further, when a load of 125 kg or more, which is a load applied to the wheels due to the weight of the car, is applied to the combination plate 6, the urging force of the coil spring 62 cannot withstand this load, and the combination plate 6 is moved from the first state to the second state. Transition to state. This 125 kg is a value obtained by dividing the weight of a car by 500 wheels in the range of the standard weight of a lightweight car by the number of wheels 4.
[0024]
A rear plate stopper 74 is provided on the bottom surface 76 of the concave portion 4 to stop the rear plate 9 so that the front end portion 18 of the rear plate 9 does not descend further than the second state. The bottom surface 76 of the recess 4 may function as the rear plate stopper 74. It is also preferable that a front plate stopper 99 is provided on the bottom surface 76 of the concave portion 4 to stop the front plate 8 from lowering further than the second state.
[0025]
With such a configuration of the wheel stopper structure 2, the rear plate 9 is inclined and the rear end 58 is positioned above the surface of the ground 1 in the second state where the wheel 70 is mounted on the combination plate 6, and the wheel 70 Can be stopped, so that there is no need for the entire combination plate 6 to sink inside the recess 4 due to the load from the wheels. For this reason, the maximum sinking height H of the combination plate 6 sinking by the load from the wheels can be extremely small, about 7 cm. Therefore, it is not necessary to dig deep into the recessed part 4, and the construction cost can be reduced. Further, even if the vehicle enters from the side (left or right direction), since the sinking amount of the combination plate 6 is small, the impact is small even if the vehicle falls into the recess 4. Furthermore, even if the vehicle enters from behind, it does not suddenly fall into the recess 4.
[0026]
An example of another embodiment of the present invention is shown in an explanatory view of FIG. In the wheel stopper structure 2a of the present invention, a combination plate 6a on which a rear wheel pair or a front wheel pair of a parked car is placed is provided in the opening of the concave portion 4 in a state where the concave portion 4 is covered. . The combination plate 6a includes a front plate 8a disposed at a front portion thereof and a rear plate 9a disposed at a rear portion thereof. The front end portion 22 of the front plate 8a and the edge portion 24 of the concave portion 4 are connected via a rotatable connecting portion 26a (a front plate connecting portion (front plate supporting portion) 26) that rotatably connects the two. ing. The rear end portion 20 of the front plate 8a and the front end portion 18 of the rear plate 9a are connected via a hinge 80 (an interlocking portion 82) whose axis is in the left-right direction.
[0027]
A central portion of the lower surface of the rear plate 9a as viewed in the front-rear direction is supported from below by a receiving roll 90 provided in a receiving portion (rear plate supporting portion) 88. The receiving portion 88 includes a receiving roll 90 rotatable about the left-right direction and a bracket base 92 for the receiving roll 90, and the bracket base 92 is stretched in the left-right direction from the left-right side wall surface of the recess 4. Is fixed to the provided base angle member 94.
[0028]
A coil spring (biasing means) 62a is bridged between the rear end 20 of the front plate 8a and the front end 18 of the rear plate 9a. The coil spring 62a has a straight end 64a in contact with the lower surface of the rear end 20 with the axis of the coil in the left-right direction, and the one end 64a is fixed to the contacted surface. The other linear end 66 a is in contact with the lower surface of the front end 18. Preferably, a plurality of coil springs 62a are provided in the left-right direction.
[0029]
As shown in the main part top view of FIG. 3B, a notch 96 is formed on the side edge of the front plate 8a, and the notch 96 is formed on the lower surface of the side edge of the front plate 8a. The plate 98 is fixed. On the other hand, the stopper 100 protrudes inward from the side edge of the recess 4. The front plate 8a, which is going to rise by the bias of the coil spring 62a, is stopped by the contact surface of the stopper 100 via the contact plate 98, and the surface of the front plate 8a becomes horizontal in the contacted state. In this state, the stop 100 has entered the recess 102 formed by the notch 96 and the backing plate 98.
[0030]
When the vehicle wheel 70 is mounted on the combination plate 6a, the front end 22 of the front plate 8a is located near the front edge of the recess 4 and the rear end 20 of the front plate 8a is The front end 18a of the rear plate 9a is located at a position lower than one plane, and the rear end 58 of the rear plate 9a is located above the position of the front end 18 of the rear plate 9a. , Two states indicated by broken lines are realized. The wheel 70 is stopped by the rear end portion 58 which is inclined and raised, so that the impact on the wheel 70 is small, and since the rear end portion 58 is raised above the ground 1, the wheel 70 is surely hit. Is stopped.
[0031]
In the structure of the wheel stopper structure 2a, the front plate 8a and the rear plate 9a are urged by the coil spring (biasing means) 62a in the direction from the second state to the first state. Note that, even in one state, the rear plate 9a is urged by the coil spring 62a in a direction in which the rear end portion 58 descends. The magnitude of the urging force in one state is such that the two states are realized when the wheel 70 is placed on the combination plate 6a, and when a person rides on the combination plate 6a, the weight of the combination plate 6a Is large enough to be kept horizontal. A front plate stopper 74a is provided on the bottom surface 76 of the recess 4 to stop the front plate 8a so that the rear end portion 20 of the front plate 8a does not descend further than the second state. A plurality of front plate stoppers 74a may be provided on the bottom surface 76.
[0032]
The receiving roll 90 may be a long one extending in the left-right direction, or a plurality of short rolls may be provided at intervals in the left-right direction.
[0033]
An example of still another embodiment of the present invention is shown in an explanatory view of FIG. In the vehicle stopper structure 2b of the present invention, a combination plate 6a on which a rear wheel pair or a front wheel pair of a parked car is placed is provided in the opening of the concave portion 4 with the concave portion 4 being covered. . The combination plate 6a includes a front plate 8a disposed at a front portion thereof and a rear plate 9a disposed at a rear portion thereof. The front end portion 22 and the edge portion 24 of the front plate 8a are connected via a rotatable connection portion 26a (a front plate connection portion (front plate support portion) 26) that rotatably connects the two. The rear end portion 20 of the front plate 8a and the front end portion 18 of the rear plate 9a are connected via a hinge 80 (an interlocking portion 82) whose axis is in the left-right direction.
[0034]
A central portion of the lower surface of the rear plate 9a as viewed in the front-rear direction is supported from below by a receiving portion (rear plate supporting portion) 88.
[0035]
On the other hand, a compression spring 110 is erected from the bottom surface 76 of the recess 4 with the axis of the coil being vertical. The upper end of the compression spring 110 is in contact with the lower surface of the front plate 8a, and urges the front plate 8a in the direction in which the rear end 20 of the front plate 8a rises. Further, a front plate stopper 74b is provided on the bottom surface 76 of the recessed portion 4, and stops the front plate 8a so that the rear end portion 20 of the front plate 8a does not descend further than the second state. A plurality of front plate stoppers 74b may be provided on the bottom surface 76.
[0036]
3B, a notch 96 is formed on the side edge of the front plate 8a, and the notch 96 is formed on the lower surface of the side edge of the front plate 8a. The plate 98 is fixed. On the other hand, the stopper 100 protrudes inward from the side edge of the recess 4. The front plate 8a, which is about to rise due to the urging of the compression spring 110, is stopped by the stop 100 via the backing plate 98, and the surface of the front plate 8a is horizontal in the stopped state.
[0037]
When the wheel 70 is mounted on the combination plate 6a, the front end 22 of the front plate 8a is located near the front edge 24 of the recess 4 and the rear end 20 of the front plate 8a is flush with the ground 1. The front end 18a of the rear plate 9a is located in the vicinity of the position, and the rear end 58 of the rear plate 9a is located above the position of the front end 18a of the rear plate 9a. Two states, indicated by broken lines, are realized. The wheel 70 is stopped by the rear end portion 58 which is inclined and raised, so that the impact on the wheel 70 is small, and since the rear end portion 58 is raised above the ground 1, the wheel 70 is surely hit. Is stopped.
[0038]
In the configuration of the wheel stopper structure 2b, the front plate 8a and the rear plate 9a are urged by the compression spring (biasing means) 110 in the direction from the second state to the first state. Note that, even in one state, the rear plate 9a is urged by the compression spring 110 in the direction in which the rear end portion 58 descends. The magnitude of the urging force in one state is such that the two states are realized when the wheel 70 is placed on the combination plate 6a, and when a person rides on the combination plate 6a, the weight of the combination plate 6a Is large enough to be kept horizontal. It is preferable that a plurality of compression springs 110 are provided in the left-right direction.
[0039]
An example of still another embodiment of the present invention is shown in an explanatory view of FIG. In the vehicle stopper structure 2c of the present invention, a combination plate 6c on which a rear wheel pair or a front wheel pair of a parked car is placed is provided in the opening of the concave portion 4c with the concave portion 4c covered. . A wall surface material 5c that forms a wall surface is provided in the concave portion 4c. The combination plate 6c includes a front plate 8c disposed at a front portion thereof and a rear plate 9c disposed at a rear portion thereof. The lower surface side of the intermediate portion 120 from the front end portion 22 to the rear end portion 20 of the front plate 8c and the front edge 24 of the recess 4c are connected via a hinge 122. The rear end portion 20 of the front plate 8c and the front end portion 18 of the rear plate 9c are connected via a hinge 124 (an interlocking portion 82c) whose axis is in the left-right direction. In the state of FIG. 5A where no wheels are mounted, the front end 22 is superimposed on a horizontal surface 124 of a stepped portion that is one step lower than the ground 1 from the ground 1 to the edge 24 of the recess 4c. Abut. The rear end portion 20 of the front plate 8c is urged upward by a compression spring (biasing means) 126, and further lowering of the front end portion 22 is prevented by the horizontal surface 124. Keep horizontal in this state. The rear end portion 58 of the rear plate 9c abuts on the horizontal plane 132 of a stepped portion that is one step lower than the ground 1 from the ground 1 to the rear edge 130 of the recessed portion 4c. Thus, the combination plate 6c is kept horizontal.
[0040]
In the state shown in FIG. 5B with the wheels mounted, the front plate 8c descends to a position where the rear end portion 20 contacts the stopper 134, and the rear plate 9c slides on the rear edge portion 130 and moves rearward. The front end 18 descends with the edge 130 as a fulcrum, and the rear end 58 rises above the ground 1. The wheel 70 is stopped by the rear end portion 58 which is inclined and raised, so that the impact on the wheel 70 is small, and since the rear end portion 58 is raised above the ground 1, the wheel 70 is surely hit. Is stopped.
[0041]
FIG. 6 shows the arrangement of the wheel stopper structure on the ground and the positional relationship between the wheel pairs. FIG. 6A shows a mode in which two wheel stopper structures 2 (2a, 2b) are provided for one wheel pair 90. That is, the depressions 4 are provided corresponding to the individual wheels 70. FIG. 6B shows an embodiment in which one wheel stopper structure 2 (2a, 2b) is provided for one wheel pair 90. That is, the recess 4 is provided corresponding to one wheel pair 90. Note that the broken line A is the position of the rear end of the rear plate 9a (9a) where no wheels are mounted.
[0042]
Although the embodiment of the wheel stopper structure of the present invention has been described above, the present invention can be implemented in various modified, modified, and modified embodiments based on the knowledge of those skilled in the art without departing from the spirit of the invention. Are all within the scope of the present invention. For example, in the present invention, as means for biasing the combination plate, a biasing means such as a leaf spring, an air cylinder, or a dead weight can be used in addition to a coil spring or a compression spring. In order to reduce the depth of the concave portion, it is preferable to use a coil spring. Further, biasing means may be provided independently for each of the front plate and the rear plate. In this case, there may be a mode in which the rear end of the front plate and the front end of the rear plate are not joined. Further, the interlocking portion may be configured to connect the rear end of the front plate and the front end of the rear plate via an elastic member and a flexible member.
[0043]
【The invention's effect】
The vehicle stop structure of the present invention is barrier-free and has a simple structure. In addition, no trouble occurs even if the vehicle enters at an abnormal speed or from an abnormal direction.
[0044]
According to the vehicle stop structure of the present invention, the depth of the recess can be reduced.
[Brief description of the drawings]
FIG. 1 is an explanatory view showing a side surface of a vehicle stopper structure according to the present invention.
FIG. 2 is an explanatory view of the vehicle stop structure of FIG. 1 as viewed from above.
FIG. 3 is an explanatory view showing an example of another embodiment of the vehicle stop structure of the present invention, in which the side is seen.
FIG. 4 is an explanatory view showing an example of still another embodiment of the vehicle stop structure of the present invention, in which a side surface is seen.
FIG. 5 is an explanatory view showing an example of still another embodiment of the vehicle stop structure of the present invention, in which the side is seen; FIG. 5 (a) shows a state where no wheel is mounted, and FIG. It is in the loaded state.
FIG. 6 is a schematic top view showing the arrangement of the vehicle stop structure of the present invention on the ground and the positional relationship between wheel pairs.
FIG. 7 is an explanatory view showing a configuration of a conventional wheel stop structure, in which a side surface is seen. It is an upper surface schematic diagram.
[Explanation of symbols]
1: Ground 2, 2a, 2b: Car stop structure 4: Depressed portion 6, 6a: Combination plate 8, 8a: Front plate 9, 9a: Rear plate 26: Front plate connecting portion (front plate support portion)
38: rear plate connecting portion (rear plate support portion)
60: abutment surfaces 62, 62a: coil spring (biasing means)
70: wheels 82: interlocking part 88: receiving part (rear plate supporting part)
110, 126: compression spring (biasing means)

Claims

A recess dug down from the parking ground,
Combined plate consisting of a front plate and a rear plate, wherein the rear end of the front plate and the front end of the rear plate are close to or connected to each other, and can take a state of covering the recessed portion,
A front plate supporting portion that rotatably supports the front plate around the left-right direction,
A rear plate supporting portion that rotatably supports the rear plate around the left-right direction, and a biasing unit that biases the rear end of the front plate and the front end of the rear plate upward. ,
The combination board is
One state in which the respective surfaces of the front plate and the rear plate are flush with the ground,
The front end of the front plate is located at or near the front edge of the recess, and the rear end of the front plate and the front end of the rear plate are located below a plane flush with the ground. And a rear end portion of the rear plate, the rear end portion of the rear plate being located above the front end portion of the rear plate.

2. The vehicle stop structure according to claim 1, wherein the urging force of the urging means is set to maintain the one state when a load equal to or less than a weight corresponding to the weight of a person is applied to the combination board downward. .

The vehicle stop structure according to claim 1, wherein a rear end of the rear plate is located above the ground in the second state.

An interlocking unit that connects and interlocks a front end of the rear plate and a rear end of the front plate,
The front plate supporting portion is a front plate connecting portion that connects a front end portion of the front plate to a front edge portion of the concave portion,
4. The device according to claim 1, wherein a stop surface for stopping the movement of the rear plate or the front plate is provided inside the concave portion, and the surface of the rear plate is horizontal in the stopped state. 5. The stop structure described.

The vehicle stopping structure according to claim 4, wherein the urging means includes a coil spring, and the coil spring is mounted on the interlocking portion.

The interlocking portion is a mounting portion for mounting a rear end of the front plate provided at a front end of the rear plate, and the rear plate supporting portion supports a central portion of the rear plate in the front-rear direction. The vehicle stop structure according to claim 4, which is a rear plate connecting portion.

7. The vehicle stop structure according to claim 6, wherein the urging means includes a coil spring, and the coil spring is mounted on the rear plate connecting portion.