JP2007186883A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device which is proof against deviation of an installation location of a vehicle irrespective of overloading, and resistant to damage. <P>SOLUTION: The vehicle control device 1 is formed of an electric cylinder for rotating a lock plate 10, and a slope 11 for stopping the lock plate 10 at a final stopping location 10c. The final stopping location 10c is a location where the lock plate 10 finally reaches by rotating from an unloading restricted location 10b in a direction separating from an unloading allowable location 10a. When a load in a direction that increases an erection angle θ is applied, the lock plate 10 surmounts a reference plane 17 that is perpendicularly erect with respect to an installation surface 16, and rotatably reaches the final stopping location 10c. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle management apparatus that manages vehicles entering and leaving a predetermined parking space.

  Recently, paid parking lots have become widespread, especially in large urban areas. A driver using the parking lot stops the vehicle in a predetermined parking space. Then, the vehicle is locked by the vehicle management device installed in the parking space. Therefore, the driver cannot leave the vehicle without permission.

  As a conventional vehicle management apparatus, an apparatus having a configuration in which a lock plate is raised under a vehicle tire to lock the vehicle is generally used.

  When the vehicle stops in the parking space, the vehicle management device detects the vehicle and raises the lock plate. And when it detects that the predetermined | prescribed charge was paid to the charge collection machine linked | linked with the vehicle management apparatus, a lock | rock will be cancelled | released by defeating a lock board.

  In such a vehicle management device, when the driver deliberately gets over the lock plate and tries to leave without paying the parking fee, or when the driver leaves the vehicle without noticing that it is locked, There is a problem that a load is applied to the plate and the vehicle management device is damaged by the load.

  Therefore, an attempt has been made to realize a vehicle management device that is not easily damaged by overload.

For example, in the invention described in Patent Document 1, the lock plate is held by the powerful locking function of the hydraulic cylinder.
JP-A-11-62302 (published March 5, 1999)

  However, in the conventional configuration in which the lock plate is firmly fixed, the following problems occur.

  First, in order to firmly fix the lock plate, a driving device having a large driving force is used, or a complicated structure having a large number of parts is used. Therefore, there is a problem that the cost of the vehicle management device is increased.

  In addition, by firmly fixing the lock plate, when a load is applied to the lock plate, there arises a problem that the main body of the vehicle management apparatus is displaced in the horizontal direction or floats upward. This problem will be described with reference to FIG.

  FIG. 5 shows the vehicle management device 40 in which the lock plate 41 is firmly fixed at the delivery restriction position. As shown in FIG. 5, when the vehicle tire 42 comes into contact with the firmly fixed lock plate 41, the entire vehicle management device 40 is loaded. As a result, the entire vehicle management device 40 may be displaced in the horizontal direction or may be lifted obliquely upward (in the direction of the arrow 43).

  Therefore, it is necessary to firmly fix the vehicle management device 40 to the installation surface 44 such as the ground, and there is a problem that the installation cost of the vehicle management device increases. Furthermore, there is a problem that once installed, it cannot be easily moved.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle management device that is not easily damaged, can be easily installed, and can be realized at low cost. Is to provide.

  In order to solve the above-described problem, the vehicle management device according to the present invention restricts movement of the vehicle by raising the lock unit from a position where the vehicle can be discharged to a position where the vehicle is prevented from being discharged. The vehicle management apparatus includes a drive unit that rotates the lock unit, and a stop unit that stops the lock unit at a final stop position, and the final stop position starts from the output restriction position. When the lock part is rotated in a direction away from the possible position, and the plane including the lock part standing upright with respect to the installation surface of the vehicle management device is a reference plane, the unloading restriction position And the final stop position are located on opposite sides of the reference plane, and are formed by a lock portion at the unloading restriction position and a lock portion at the unloadable position. When the internal angle that is the upright angle, the lock portion, when the load in the direction of the upright angle increases is applied, is characterized by pivots to the final stop position.

  According to said structure, a lock | rock part normally rotates between the delivery possible position which enables the delivery of a vehicle, and the delivery control position which prevents the delivery of a vehicle. And when the load of the direction where a standing angle becomes large is applied, the said lock part rotates to the position (final stop position) contact | abutted to a stop part. This final stop position is a position reached by the rotation of the lock portion so that the rising angle is further larger than the leaving regulation position, and the lock portion stands perpendicular to the installation surface of the vehicle management device. It is a position reached by further rotating through (a state included in the reference plane).

  If it demonstrates over time, when the said tire is contact | abutted to the lock | rock part in a delivery control position and the said load is applied, a lock | rock part will further rotate in the direction to stand up. Then, the lock portion further rotates through a state of standing vertically to the installation surface, and stops when it comes into contact with the stop portion. The vehicle rides on the lock portion that has reached the final stop position.

  In this way, the load applied by the vehicle by rotating in accordance with the traveling direction of the vehicle without tilting the lock portion to the unloading restriction position and tilting to the opposite side from the unloading restriction position with the reference plane as a boundary. Can be converted into a vertically downward load.

  Therefore, it is possible to reduce the possibility that the entire vehicle management device is shifted in the horizontal direction or floats obliquely upward when the tire of the vehicle comes into contact with the lock portion.

  Therefore, it is not necessary to firmly fix the vehicle management device to the installation surface. Therefore, installation of the vehicle management device is facilitated, and the time and cost required for installation can be reduced. Moreover, it becomes easy to move the vehicle management apparatus once installed to another place.

  Furthermore, since the load concerning a lock part is transmitted to the installation surface of a vehicle management apparatus via a stop part, the said load can be buffered easily. That is, the load can be finally buffered on the installation surface. Therefore, it is possible to realize a vehicle management device that has a simple structure and is not easily damaged.

  The drive means is attached to the frame of the vehicle management device so as to be displaceable, and when the load is applied to the lock portion, a normal operating position is set so that the lock portion rotates in the direction of the load. It is preferable to displace from.

  There are several methods for enabling the lock portion to rotate when the load is about to rotate independently of the operation of the driving means due to the load. One of them is to widen the rotation range of the lock part by displacing any member that is directly or indirectly connected to the lock part.

  According to the above configuration, when the load is applied to the lock portion, the drive means is displaced from the normal operation position, thereby expanding the rotation range of the lock portion and rotating the lock portion to the final stop position. be able to.

  Therefore, a mechanism for buffering the load at the final stop position can be realized with a simple configuration. Further, the possibility that the load is transmitted to the driving means and the driving means is damaged can be reduced.

  It is preferable that the vehicle management device further includes a pull back unit that displaces the driving unit in a direction opposite to the direction of the displacement when the driving unit is displaced by the load.

  When the lock portion reaches the final stop position by applying the load, the driving means is displaced from the normal operation position. In this state, the vehicle management device cannot perform normal operation even after the load is removed.

  According to the above configuration, the displaced driving means can be pulled back to the normal operating position by the pull-back means. Therefore, the vehicle management apparatus can be operated normally after the load is removed.

  It is preferable that the said stop part is a slope which forms the channel | path of a vehicle.

  According to said structure, since the slope (tilt stand) generally used can be utilized as a stop part, it is not necessary to provide a stop part as a new member. Therefore, the cost of the vehicle management device can be reduced.

  The vehicle management device according to the present invention includes a drive unit that rotates the lock unit as described above, and a stop unit that stops the lock unit at a final stop position, and the final stop position corresponds to the delivery restriction position. As a starting point, it is a position reached by turning the lock part in a direction away from the leaving position, and a plane including the lock part standing upright with respect to the installation surface of the vehicle management device is a reference plane. The unloading restriction position and the final stop position are located on opposite sides of the reference plane, and an internal angle formed by the lock portion at the unloading restriction position and the lock portion at the unloadable position is raised. In terms of an angle, the lock portion is configured to rotate to the final stop position when a load is applied in a direction that increases the standing angle.

  Therefore, there is an effect that a vehicle management device that is easy to install and is not easily damaged by overload can be realized at low cost.

  One embodiment of the present invention will be described below with reference to FIGS.

(1-1. Configuration of the vehicle management device 1)
FIG. 2 is a schematic diagram illustrating a configuration of the vehicle management device 1 of the present embodiment.

  The vehicle management device 1 manages the vehicle by restricting the movement of the vehicle stored in a predetermined parking space. As shown in FIG. 2, the vehicle management apparatus 1 includes an electric cylinder 2 (drive means), a connecting arm 3, a rotating shaft 5, a lock plate 10 (lock portion), and a slope 11 (stop portion).

  The lock plate 10 is a vehicle stop for restricting the movement of the vehicle that has entered the parking space, and is rotated so as to reach an exitable position, an exit restriction position, and a final stop position, which will be described later.

  The slope 11 is arranged beside the lock plate 10 and forms a vehicle passage together with the lock plate 10. Further, as will be described later, it functions as a stop portion that stops the rotation of the lock plate 10.

  The electric cylinder 2 generates a driving force for rotating the lock plate 10, and is rotatably connected to a support bar 8 (frame) passed between the support plates 7 (frame).

  The electric cylinder 2 includes a cylinder rod 21. The driving force is generated by the reciprocating linear motion (piston motion) of the cylinder rod 21. A connecting pin 9 is provided at the tip of the cylinder rod 21, and the electric cylinder 2 and the connecting arm 3 are connected via the connecting pin 9.

  The electric cylinder 2 is connected to a sensor and a power source (not shown) for detecting a vehicle that has entered the parking space through electric wiring (not shown). A more detailed structure of the electric cylinder 2 will be described later.

  The connecting arm 3 is a member having two plate-like arms arranged in parallel to each other, and converts the linear motion of the cylinder rod 21 into a rotational motion and rotates the rotary shaft 5.

  The rotating shaft 5 is rotatably supported by bearings 4a and 4b fixed to the substrate 12a and a bearing 4c fixed to the substrate 12c, and is transmitted by the driving force of the electric cylinder 2 transmitted through the connecting arm 3. Rotate. A lock plate 10 is connected to the rotary shaft 5, and the lock plate 10 rotates as the rotary shaft 5 rotates.

  Moreover, the board | substrate 12a and the board | substrate 12c are connected through the board | substrate 12b.

(1-2. Structure of electric cylinder 2)
Next, the structure of the electric cylinder 2 will be described in detail with reference to FIGS. FIG. 3 is a cross-sectional view showing the structure of the electric cylinder 2.

  As shown in FIGS. 2 and 3, the electric cylinder 2 includes a cylinder rod 21, a cylinder 22, a support cylinder 23 (frame), a coil spring 24 (retraction means), a packing 25, a tip cylinder 26, and an electric part 27. Yes.

  The support cylinder 23 is a cylinder that supports the cylinder 22 and is rotatably attached to the support rod 8. Further, the support cylinder 23 and the cylinder 22 are not fixed, and the cylinder 22 can be displaced with respect to the support cylinder 23.

  The coil spring 24 is disposed so as to cover a part of the outer periphery of the cylinder 22, and is provided between the electric portion 27 that is the end portion of the cylinder 22 and the support cylinder 23. The coil spring 24 is configured to displace the cylinder 22 in the reverse direction when the cylinder 22 is displaced in the direction from the support cylinder 23 toward the connecting arm 3 by applying a load to the lock plate 10. In other words, the coil spring 24 pulls the cylinder 22 back to the normal operating position.

  The tip tube 26 is a tube fixed to the outer periphery of the tip portion of the cylinder 22 on the side from which the cylinder rod 21 protrudes. The cylinder 22 is maintained by the tip tube 26 so as not to come off the support tube 23.

  The packing 25 is an annular elastic member disposed on the outer periphery of the cylinder 22 and is sandwiched between the distal end tube 26 and the support tube 23. The packing 25 is not fixed to the cylinder 22. The packing 25 only needs to be elastic, and may be a coil spring made of rubber, natural rubber, foamed polystyrene, sponge made of synthetic resin, metal, or the like mainly made of silicon. As will be described later, a part of the load applied to the lock plate 10 is buffered by the packing 25.

(2. Normal operation of the vehicle management device 1)
Next, an operation flow of the vehicle management apparatus 1 will be described with reference to FIG. FIG. 1 is a side cross-sectional view showing a state in which the lock plate 10 is located at a possible delivery position 10a, a delivery restriction position 10b, and a final stop position 10c.

  In a standby state waiting for the vehicle to enter, the cylinder rod 21 is housed inside the cylinder 22 (not shown), and as shown in FIG. 1, the lock plate 10 is tilted to the unloadable position 10a. In this state, a raised passage is formed by the lock plate 10 and the slope 11, and the vehicle can be put in and out by getting over this passage.

  When a sensor (not shown) detects the presence of a vehicle that has entered the parking space, a receipt confirmation signal is output to the electric cylinder 2. The electric cylinder 2 that has received this warehousing confirmation signal extends the cylinder rod 21. As the cylinder rod 21 extends, the connecting arm 3 rotates, and the rotating shaft 5 rotates by this rotation. As a result, the lock plate 10 connected to the rotating shaft 5 stands up to the unloading restriction position 10b.

  In a state where the lock plate 10 stands at the unloading restriction position 10b, the vehicle is prevented from traveling. The rising angle θ, which is an internal angle formed by the lock plate 10 at the unloadable position 10a and the lock plate 10 at the unloading restriction position 10b, is not particularly limited as long as it is an angle that can restrict unloading of the vehicle. .

  On the other hand, when the vehicle is allowed to leave, for example, when the driver pays a predetermined parking fee, the lock plate 10 falls to the exitable position 10a. In this case, for example, when the electric cylinder 2 receives a delivery permission signal transmitted from the toll collector, the cylinder rod 21 contracts, and the lock plate 10 is placed at a position where the lock plate 10 can be delivered by an operation opposite to that in the extension movement. Rotate to 10a.

(3. Load buffering action of the vehicle management device 1)
Next, a mechanism for buffering the load when a load is applied to the lock plate 10 will be described with reference to FIGS. 1 and 4.

(3-1. Buffering action of load in the first direction)
First, a load (indicated by an arrow 14 in FIG. 1) in a direction in which the rising angle θ of the lock plate 10 increases (hereinafter referred to as a first direction) when the vehicle tire 13 comes into contact with the lock plate 10 at the unloading restriction position 10b. A case where a direction load is applied will be described.

  In this case, the load applied to the lock plate 10 is a force that pulls the cylinder rod 21 out of the cylinder 22 (force in the direction of the arrow 28) as shown in FIG. work.

  Here, since the cylinder 22 can be displaced with respect to the support cylinder 23, the cylinder 22 is displaced in the extending direction of the cylinder rod 21 (the direction of the arrow 28). Hereinafter, this displacement direction is referred to as a first displacement direction.

  Due to this displacement, the rotation range of the lock plate 10 is expanded, and as shown in FIG. 1, the lock plate 10 is rotated in a direction in which the standing angle is larger than the unloading restriction position 10b (a direction away from the unloadable position 10a). To do. Then, the lock plate 10 rotates beyond a reference plane 17 perpendicular to the installation surface 16.

  Then, when a part of the lock plate 10 comes into contact with the end portion of the slope 11, the rotation of the lock plate 10 is stopped. The position of the lock plate 10 in this state is the final stop position 10c. That is, the final stop position 10c is located on the opposite side to the unloadable position 10a across the reference plane 17. Therefore, the standing angle θ ′ at the final stop position 10c is an obtuse angle, and the angle θ ″ formed by the lock plate 10 and the installation surface 16 at the final stop position 10c is an acute angle.

  Thus, when the lock plate 10 is rotated to the final stop position 10c, the vehicle rides on the lock plate 10 at the final stop position 10c, and a load vertically downward (in the direction of the arrow 15 in FIG. 1) is applied to the slope 11. It will be. That is, the load in the first direction is converted into a vertically downward load as a result.

  For this reason, unlike the conventional device that receives the load in the first direction at the delivery restriction position 10b, the possibility that the vehicle management device 1 is lifted or shifted is reduced. Therefore, it is not necessary to firmly fix the vehicle management device 1 to the installation surface 16, and the installation cost of the vehicle management device 1 can be reduced.

  Moreover, the possibility that the electric cylinder 2 is damaged can be reduced by displacing the cylinder 22 with respect to the support cylinder 23 before the cylinder rod 21 is pulled out from the cylinder 22 by the load in the first direction. . In other words, the electric cylinder 2 can be protected from the load by applying the load to the slope 11 without applying the load to the cylinder rod 21.

(3-2. Operation after buffering the load)
As shown in FIG. 4B, when the cylinder 22 is displaced in the first displacement direction by the load in the first direction, the coil spring 24 provided between the electric part 27 and the support cylinder 23 is compressed. Since the coil spring 24 generates a repulsive force against this compressive stress, if the load is not applied (that is, if the tire 13 does not contact the lock plate 10), the cylinder 22 is in the direction opposite to the first displacement direction ( Hereinafter, it is displaced in the second displacement direction) and pulled back to the normal operating position.

  With the above mechanism, the vehicle management apparatus 1 can perform a normal operation even after buffering the load. Therefore, the time and cost required for maintenance can be reduced.

(3-3. Buffering action of load in the second direction)
Next, the load buffering action when a load is applied in the direction in which the rising angle θ of the lock plate 10 is reduced (hereinafter referred to as the second direction) will be described.

  In this case, the cylinder 22 is displaced in a second displacement direction opposite to the first displacement direction (not shown). Due to this displacement, the distance between the front end tube 26 and the support tube 23 is reduced, and the packing 25 disposed between the front end tube 26 and the support tube 23 is compressed. A part of the load is buffered by the elastic force of the packing 25.

  Therefore, the possibility that the electric cylinder 2 is damaged by forcibly pushing the cylinder rod 21 into the cylinder 22 can be reduced.

(3-4. Effects of the vehicle management device 1)
As described above, since the load in the first direction applied to the lock plate 10 is buffered by the slope 11 as a vertically downward load, the possibility that the position of the vehicle management device 1 is shifted can be reduced.

  Therefore, it is not necessary to firmly fix the vehicle management device 1 to the installation surface 16, and the installation location of the vehicle management device 1 can be easily changed.

  Moreover, the vehicle management apparatus 1 has a buffer capacity with respect to the load from both the first and second directions by displacing the electric cylinder 2 in accordance with the load.

  Therefore, the vehicle management device 1 is not easily damaged, and the time and cost required for maintenance of the vehicle management device 1 can be reduced.

  In addition, it is not necessary to use an expensive drive source with a large driving force, such as a hydraulic cylinder or an air cylinder, and a relatively inexpensive electric cylinder can be used as a driving means, so that the cost of the vehicle management device 1 can be reduced. .

(Example of change)
In addition, this invention is not limited to embodiment mentioned above, A various change is possible in the range shown to the claim. In other words, embodiments obtained by combining technical means appropriately changed within the scope of the claims are also included in the technical scope of the present invention.

  For example, in the above-described configuration, the electric cylinder 2 is displaced in order to rotate the lock plate 10 to the final stop position 10c. However, the lock plate 10 is rotated to the final stop position 10c by another mechanism. You may let them. For example, when a load in the first direction is applied, the connection between the electric cylinder 2 and the connecting arm 3 may be released, and the lock plate 10 may freely rotate. According to this configuration, it is not necessary to displace the electric cylinder 2.

  Moreover, the slope 11 (stop part) with which the vehicle management apparatus 1 is provided should just stop the lock board 10 in the final stop position 10c, and may provide the member of a shape different from the slope 11 as a stop part. For example, the shape of the stop portion may be a box shape, or the installation surface 16 may be used as the stop portion.

  Furthermore, in order to stop the lock plate 10 at the final stop position 10c, the rotation of the rotating shaft 5 may be restricted, and the rotation of the connecting arm 3 may be restricted. For example, you may provide the stop part which restrict | limits rotation of the connection arm 3 by contacting the connection arm 3 when the lock plate 10 rotates to the final stop position 10c.

  Further, the lock plate 10 as the lock portion does not have to be plate-shaped, and may be lattice-shaped or annular.

  The coil spring 24 (retraction means) provided in the vehicle management device 1 is capable of returning the electric cylinder 2 displaced as the lock plate 10 is rotated to the final stop position 10c to the normal operating position. The shape and arrangement of the coil spring 24 are not limited to those described above.

  Further, the pull-back means does not have to completely return the electric cylinder 2 to the normal operation position, and may be any one that pulls back at least partially.

  In the above configuration, the cylinder rod 21 extends when the lock plate 10 stands at the unloading restriction position 10b, but the cylinder rod 21 extends when the lock plate 10 falls to the unloadable position 10a. It may be. In this case, the displacement direction of the electric cylinder 2 due to the load is reversed from that described above, and the arrangement of the coil spring 24 and the packing 25 is also reversed.

  In the above configuration, the electric cylinder is used as the driving means. However, the driving means of the vehicle management device 1 may be other driving means, for example, a hydraulic cylinder or an air cylinder.

  Since there is little possibility that the position of the vehicle management device is shifted due to the load applied to the lock unit, and there is little possibility that the drive device is damaged, it is possible to realize a vehicle management device that can reduce installation and maintenance costs.

It is sectional drawing which shows the rotation style of the lock board with which the vehicle management apparatus of one Embodiment is provided. It is a perspective view which shows the structure of the vehicle management apparatus of one Embodiment. It is sectional drawing which shows the structure of the electric cylinder with which the vehicle management apparatus of one Embodiment is provided. It is for demonstrating the displacement mechanism of the electric cylinder with which the vehicle management apparatus of one Embodiment is provided, (a) is a side view which shows the electric cylinder of the state which has not applied the load, (b) is load It is a side view which shows the electric cylinder of the state which applied. It is sectional drawing for demonstrating the problem of the conventional vehicle management apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle management apparatus 2 Electric cylinder (drive means)
7 Support plate (frame)
8 Support rod (frame)
10 Lock plate (lock part)
10a Unloading possible position 10b Unloading restriction position 10c Final stop position 11 Slope (stop part)
17 Reference plane 23 Support cylinder (frame)
24 Coil spring (retraction means)
θ Standing angle

Claims (4)

A vehicle management device that restricts movement of a vehicle by raising a lock portion from a possible position to allow the vehicle to be released to a delivery restriction position that prevents the vehicle from being released,
Driving means for rotating the lock part;
A stop portion for stopping the lock portion at a final stop position;
The final stop position is a position that is reached by turning the lock portion in a direction away from the detachable position starting from the warehousing restriction position,
Assuming that the plane including the lock portion that stands upright with respect to the installation surface of the vehicle management device is a reference plane, the unloading restriction position and the final stop position are located on opposite sides of the reference plane. ,
When the internal angle formed by the lock portion at the unloading restriction position and the lock portion at the unloadable position is an upright angle, the lock portion has the above-mentioned when the load in the direction in which the upright angle increases is applied. A vehicle management device that rotates to a final stop position.   The drive means is attached to the frame of the vehicle management device so as to be displaceable, and when the load is applied to the lock portion, a normal operating position is set so that the lock portion rotates in the direction of the load. The vehicle management device according to claim 1, wherein the vehicle management device is displaced from the vehicle.   The vehicle management apparatus according to claim 1, further comprising a pulling back unit that displaces the driving unit in a direction opposite to the direction of the displacement when the driving unit is displaced by the load. .   The vehicle management device according to claim 1, wherein the stop portion is a slope that forms a passage of the vehicle.

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