JP2014008829A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a work vehicle capable of improving a degree of freedom and efficiency in work while preventing an electric shock accident due to contact of a work tool with wiring.SOLUTION: A work vehicle includes a main control section 20 regulating a movement upper limit in vertical movement of a work tool, a truck state determination section 21 determining an on rail state in which a vehicle body is supported by wheels traveling on tracks or an off rail state in which the vehicle body is supported by wheels traveling outside tracks, and a sub control section 22 switching the movement upper limit regulated by the main control section 20 on the basis of the determination result of the truck state determination section 21.

Description

  The present invention relates to a work vehicle capable of traveling on both a track and an off-track, and particularly relates to the height restriction.

In general, in a work vehicle that can travel on both the track and off-track, there is an on-rail state in which a single chassis can travel on the track with an iron wheel, and an off-rail state that is down to the ground by a caterpillar or a tire wheel. Can be selected (see, for example, Patent Document 1).
In the case of this type of work vehicle, the upper limit of movement of the work tool is set based on the on-rail state so that the arm portion of the work tool such as a backhoe does not contact the overhead wire.

Japanese Patent Laid-Open No. 2003-268741

However, in the case of the work vehicle described above, since the upper limit of the movement of the work tool is set based on the on-rail state, for example, in a place where the overhead line height is relatively low, work that cannot be performed due to insufficient height during off-rail operation. There is a problem that the work content may be limited, such as being generated, and a problem that work efficiency is significantly reduced.
On the other hand, there may be a method in which the operator sets the upper limit of the work tool movement every time it is off-rail according to the height of the overhead wire, but if a setting error occurs due to a human error, etc., the work tool touches the overhead wire and receives an electric shock. There is a risk of accidents and ground faults.

  The present invention has been made in view of the above circumstances, and provides a work vehicle capable of improving the degree of freedom and efficiency of work while preventing an electric shock accident in which the work tool contacts the overhead wire. is there.

In order to solve the above problems, the following configuration is adopted.
A work vehicle according to the present invention includes a carriage that travels while supporting a vehicle body by either a wheel for traveling on a track or a wheel for traveling outside a track, and the work tool capable of moving up and down on the vehicle or the vehicle body is provided. In the mounted work vehicle, the main control unit that regulates the upper limit of movement in the vertical movement of the work implement and the on-rail state in which the vehicle body is supported by the orbital traveling wheel, or the vehicle body is supported by the off-orbit traveling wheel. A vehicle state determination unit that determines whether the vehicle is off-rail, and a sub-control unit that switches the upper limit of movement regulated by the main control unit based on the determination result of the vehicle state determination unit.
With this configuration, the ground clearance of the vehicle body changes depending on whether the carriage is on-rail or off-rail. However, the sub-control section determines whether the carriage is on-rail or off-rail by the carriage state determination unit. Since the upper limit of movement of the work tool by the main control unit can be switched based on the determination result of the state determination unit, the upper limit of movement of the work tool can be automatically switched when the ground height of the vehicle body changes.

Furthermore, in the work vehicle according to the present invention, in the work vehicle, when the sub-control unit determines that the on-rail state is set, the upper limit of movement of the work tool in the vertical movement is set to the upper limit of movement for on-rail. On the other hand, when it is determined that the vehicle is in the off-rail state, the movement upper limit in the vertical movement of the work tool may be set to the movement upper limit for off-rail.
By configuring in this way, it is possible to set an optimal movement upper limit at both on-rail time and off-rail time by switching the movement upper limit for on-rail and the movement upper limit for off-rail.

Furthermore, the work vehicle according to the present invention includes an operation detection sensor that detects a switching operation for switching between the wheel for traveling on the track and the wheel for traveling off the track in the work vehicle, and is supported so as to be able to turn on the carriage. A turning origin detection sensor for detecting a turning position of the vehicle body relative to the carriage, and the sub-control unit has a predetermined turning position of the vehicle body set in advance by the turning origin detection sensor. When the switching position by the operation detection sensor is detected, the upper limit of the movement of the work implement in the up-and-down movement is set to the on-rail movement upper limit. Good.
With this configuration, when the vehicle body is located at a predetermined turning position set in advance, that is, based on the determination result by the carriage state determination unit when the vehicle body is at the same turning position, it is determined as the off-rail state. Only when this is done, the upper limit of movement of the work implement can be set to the upper limit of movement for off-rail use.

  According to the work vehicle according to the present invention, it is possible to improve work efficiency by changing the upper limit of movement of the work tool in accordance with the state of the carriage while preventing the work tool from contacting the overhead line.

It is a side view in case the track backhoe in 1st embodiment of this invention is an on-rail state. FIG. 2 is a side view corresponding to FIG. 1 when the railroad backhoe is in an off-rail state. It is a block diagram which shows schematic structure of the said railroad backhoe. It is a figure which shows the distance sensor and turning position sensor which detect the state of the trolley | bogie of the said track and field backhoe. It is a figure which shows the operation detection sensor of the said railroad backhoe. It is a flowchart which shows the switching control process in 1st embodiment of this invention. It is a side view which shows the case where the above-mentioned track-and-rail backhoe is off-rail and loads crushed stone on the rail-rail dump in an on-rail state. It is a figure equivalent to FIG. 4 in 2nd embodiment of this invention. It is a figure equivalent to FIG. 4 in 3rd embodiment of this invention. It is a figure equivalent to FIG. 4 in 4th embodiment of this invention. It is a figure equivalent to FIG. 4 in the modification of 5th Embodiment of this invention.

Next, a work vehicle according to a first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 shows a schematic configuration of a roadside backhoe 1 which is a work vehicle in this embodiment.
As shown in FIGS. 1 and 2, the track backhoe 1 includes a carriage 4 that travels by either an iron wheel 2 that is a wheel for orbital traveling or a caterpillar 3 that is a wheel for orbital traveling. . A vehicle body 5 is supported on the carriage 4 so as to be able to turn around an axis extending in the vertical direction. The vehicle body 5 is provided with an operator cockpit 6 and a work tool 7.

  The work tool 7 mainly includes a boom 8, an arm 9, and a bucket 10. The boom 8 is bent in a direction approaching and separating from the vehicle body 5 in a side view, and is attached to the vehicle body 5 so as to be swingable in the vertical direction. The arm 9 is attached to the tip of the boom 8 and is attached to the boom 8 so as to bend and extend. Also, the bucket 10 is attached to the arm 9 so as to be able to bend and extend, and is formed in a concave shape that opens to the vehicle body 5 side. The work tool 7 is provided with cylinders 11 to 13 that perform the vertical movement of the boom 8 with respect to the vehicle body 5, the bending and extending operation of the arm 9 with respect to the boom 8, and the bending and extending operation of the bucket 10 with respect to the arm 9.

As shown in FIG. 3, the railroad backhoe 1 includes a main control unit 20, a carriage state determination unit 21, and a sub control unit 22.
The main control unit 20 controls the driving of the power source 25 such as an internal combustion engine, the driving control of the transmission mechanism 26 that transmits the power from the power source 25 to the driving wheels of the iron wheel 2, the caterpillar 3, and the turning mechanism of the vehicle body 5, The drive control of the hydraulic circuit 27 etc. for each cylinder 11-13 is performed. More specifically, in accordance with an operation input from the lever 28 provided in the cockpit 6, the iron wheel 2 and the caterpillar 3 move forward and backward, the vehicle body 5 turns, the boom 8 of the work tool 7 moves up and down, and the arm 9 bends. Controls such as the stretching operation and the bending and stretching operation of the bucket 10 are performed.

  Further, the main control unit 20 regulates the upper limit of movement of the work tool 7 in the vertical movement (hereinafter simply referred to as the upper limit of movement). More specifically, the main control unit 20 is connected to a selection switch 29 that allows an operator to select and input a movement upper limit according to the height of the overhead line 15 (see FIG. 1) from among a plurality of movement upper limits. ing. The main control unit 20 is set to limit the swing operation of the work tool 7 so as not to exceed the upper limit of movement selected by the selection switch 29. When the power collecting overhead line 15 is routed above the track 16, the operator defines a distance set in advance according to the height of the overhead line 15 (for example, a maintenance vehicle manual). The upper limit of movement is determined so that the work tool 7 does not approach the overhead wire 15 more than 500 mm. In FIG. 1, the upper limit of movement set with a certain distance downward from the overhead line 15 is indicated by a two-dot chain line.

  The trolley state determination unit 21 determines whether the trolley 4 is in an on-rail state or an off-rail state based on the detection result of the detection unit 30 that detects the position of the iron wheel 2 of the trolley 4. The determination result of the carriage state determination unit 21 is output to the sub-control unit 22.

  The sub-control unit 22 switches the upper limit of movement regulated by the main control unit 20 based on the determination result of the carriage state determination unit 21 and the detection result of the detection unit 30. More specifically, when it is determined that the carriage 4 is in the on-rail state, the sub-control unit 22 sets the upper limit of movement of the work tool 7 as the upper limit of movement for the on-rail, while it is determined to be in the off-rail state. In this case, the movement upper limit of the work tool 7 is set to the movement upper limit for off-rail use. Here, in the main control unit 20, the upper limit for the on-rail movement on the safe side is set. However, the upper limit for the on-rail movement already set is set only when it is properly determined that the vehicle is in the off-rail state. Is controlled to switch to the upper limit of movement for off-rail according to the upper limit of movement for on-rail.

  As shown in FIG. 4, the carriage 4 includes a carriage frame 40 provided with a turning shaft 5 a of the vehicle body 5. The carriage frame 40 can be supported by a pair of caterpillars 3 parallel to the left and right. On the inner side in the vehicle width direction of these caterpillars 3, swing shafts 41 are respectively provided at both lower portions in the front-rear direction of the carriage 4, and railroad frames 42 are respectively attached to the swing shafts 41. The track frame 42 can swing in the vertical direction around the swing shaft 41 with respect to the carriage frame 40.

  A pair of left and right iron wheels 2 are pivotally supported at the end of each rail-land frame 42 at intervals corresponding to the gauge. In addition, a cylinder 43 is attached to the carriage 4 between the gauge frame 42 and the carriage frame 40, and the gauge frame 42 is swung in the vertical direction by the expansion and contraction of the cylinder 43. Yes.

  The detection unit 30 includes a non-contact distance sensor S1 using a laser, infrared rays, or the like in order to detect the position of the track frame 42. The distance sensor S1 is attached to the front part and the rear part of the vehicle body 5, respectively. On the other hand, a detected portion 44 that slightly protrudes upward is attached to the upper surface of each track frame 42 arranged in front of and behind the carriage 4 at a position facing the distance sensor S1. The distance sensor S <b> 1 detects the distance to the detected part 44 and outputs the detection result to the carriage state determination part 21. In the cart state determination unit 21, the stop angle of the track frame 42 is calculated based on the detection result of the detection unit 30.

  And the cart state determination part 21 is more than the threshold angle (for example, 77 degree | times 14 minutes etc.) of the track rail frame 42 with which the stop angle of the rail track frame 42 with respect to the cart 4 corresponds to each lower end of the iron wheel 2 and the caterpillar 3. In this case, it is determined as an off-rail state. On the other hand, the trolley | bogie state determination part 21 determines with the trolley | bogie 4 being in an on-rail state, when the stop angle of the track frame 42 with respect to the trolley | bogie 4 is smaller than the said threshold angle. In addition, since the angle of the track frame 42 when the lowest end of the iron wheel 2 and the caterpillar 3 coincides with each other varies depending on the model, a threshold angle for each model is set in the cart state determination unit 21 in advance (hereinafter referred to as “first”). The same applies to the first modification and the third modification).

  The detection unit 30 further includes a non-contact type turning position sensor S2 using a laser or infrared ray in order to detect the turning position of the vehicle body 5 with respect to the carriage 4. The turning position sensor S2 is attached to the outer peripheral portion (the front portion in this embodiment) of the vehicle body 5. On the other hand, a turning position detection dog 45 is attached to a position facing the turning position sensor S2 at the turning origin where the longitudinal direction of the carriage 4 and the longitudinal direction of the vehicle body 5 coincide with each other at the front and rear upper parts of the carriage frame 40. It has been. Then, the turning position sensor S2 detects the turning position where the turning position detection dog 45 faces the turning position sensor S2 and the other turning positions, so that the longitudinal direction of the vehicle body 5 and the longitudinal direction of the carriage 4 are Can be detected.

  As shown in FIG. 5, the detection unit 30 further includes an operation detection sensor S <b> 3 that detects a switching operation by an operator that switches between an on-rail state by the iron wheel 2 and an off-rail state by the caterpillar 3. The operation detection sensor S3 in this embodiment is attached to an operation lever 50 that performs a switching operation between an on-rail state and an off-rail state. On the other hand, a neutral position detection dog 51 is erected at a position facing the operation detection sensor S3 when the operation lever 50 is at an intermediate position between the on-rail and the off-rail. That is, the operation detection sensor S3 can detect the switching operation from the on-rail state to the off-rail state and the switching operation from the off-rail state to the on-rail state. And the detection result of this operation detection sensor S3 is output to the sub-control part 22 mentioned above. The operation detection sensor S3 is not limited to the above configuration, and for example, a contact type switch such as a micro switch may be used.

  Here, the sub control unit 22 detects that the turning position of the vehicle body 5 is not the turning origin by the turning origin detection sensor S2, and the switching operation of the operation lever 50 is detected by the operation detection sensor S3. Even if the switching operation to the off-rail state is detected, the upper limit of movement of the work tool 7 is maintained as the upper limit of movement for the on-rail, that is, the upper limit of movement lower than that in the off-rail state.

  On the other hand, the sub-control unit 22 sets the upper limit of movement of the work tool 7 according to the determination result of the on-rail state and the off-rail state of the carriage 4 when the turning origin detection sensor S2 determines that it is the turning origin. To do. That is, the work range of the work tool 7 is expanded to a position closer to the overhead line 15 only when the turning origin in which the front and rear directions of the cart 4 and the car body 5 coincide with each other and the on-rail state and the off-rail state can be determined more accurately. It becomes possible.

  Here, although not shown in the figure, the cylinders 11 and 12 of the railroad backhoe 1 are provided with an elongation upper limit sensor that detects the upper limit of the extending direction of the cylinders 11 and 12. Is set so that the cylinders 11 and 12 are stopped as fail-safe control when the distance from the control amount exceeds a predetermined amount.

  The rail-road backhoe 1 of this embodiment has the above-described configuration. Next, switching control between an on-rail movement upper limit and an off-rail movement upper limit in the rail-road backhoe 1 will be described with reference to FIG. In addition, in the track-and-rail backhoe 1, the initial value of the upper limit of movement is usually the on-rail movement because the work is often started in an off-rail state after moving on the rail 16 in an on-rail state (forwarded). The upper limit is set.

  First, in step S01, it is determined whether or not the railroad backhoe 1 is stopped after being routed on the track 16 in an on-rail state. If the determination result is “Yes” (stop), the process proceeds to step S02. If the determination is “No” (not stop), the process of step S01 is repeated. Normally, the work tool 7 is at the lowest position during forwarding, and therefore the upper limit of the on-rail movement is set by the operator after stopping.

  In step S02, it is determined whether or not the operation lever 50 has been operated between the on-rail and the off-rail. If the determination result is “YES” (operated), the process proceeds to step S02, and if “NO” (not operated), the process proceeds to step S07.

In step S03, it is determined whether or not the turning position of the vehicle body 5 with respect to the carriage 4 is the turning origin. If this determination is “Yes” (turning origin), the process proceeds to step S04. If “No” (not turning origin), the process proceeds to step S07.
In step S04, it is determined whether or not the carriage 4 is in an off-rail state based on the detection result of the distance sensor S1. If the result of this determination is “Yes” (off-rail state), the process proceeds to step S05, and if “No” (not off-rail state), the process proceeds to step S07.

  In step S05, the movement upper limit of the work tool 7 is set to the movement upper limit for off-rail use.

  In step S06, it is determined whether or not the operation lever 50 has been operated between the off-rail and the on-rail. If the result of this determination is “Yes” (operated), the process proceeds to step S07. If “No” (not operated), the process of step S06 is repeated.

  In step S07, the movement upper limit of the work tool 7 is set or maintained at the on-rail movement upper limit, and the above-described series of processing is repeated.

  Therefore, according to the roadside backhoe 1 which is the working vehicle of the first embodiment described above, the ground height of the vehicle body 5 changes depending on whether the cart 4 is in an on-rail state or an off-rail state. Since the sub-control unit 22 can switch the upper limit of movement of the work tool 7 by the main control unit 20 based on the determination result of the cart state determination unit 21, the sub-control unit 22 can switch between the on-rail state and the off-rail state. When the ground height of the vehicle body 5 is changed, the upper limit of movement of the work tool 7 can be automatically switched. As a result, it is possible to improve work efficiency by changing the upper limit of movement of the work tool 7 according to the state of the carriage 4 while preventing the work tool 7 from contacting the overhead wire 15.

  Then, by switching between the on-rail moving upper limit and the off-rail moving upper limit, a higher moving upper limit can be set in the off-rail state where the ground height of the vehicle body 5 is low. The movement upper limit of the work tool 7 can be optimized, more specifically, the work range during off-rail can be expanded upward to further improve work efficiency.

  In particular, when loading crushed stone on the on-rail railroad dump 60 shown in FIG. 7, the upper limit of movement of the work tool 7 is too low, and the loading operation by the railroad backhoe 1 is difficult. Since the upper limit of movement (indicated by the two-dot chain line in FIG. 7) can be set higher than the upper limit of movement at the time of on-rail (indicated by the two-dot chain line in FIG. 2), loading into the rail-rail dump 60 in the on-rail state Work and the like can be easily performed.

  Further, the upper limit of movement of the work tool 7 is set as the upper limit of movement for the off-rail only when the cart state determination unit 21 when the vehicle body 5 is located at the preset turning origin determines that the vehicle is off-rail. Therefore, the state of the carriage 4 can be prevented from being erroneously determined, and the work tool 7 can be reliably prevented from coming into contact with the overhead wire 15.

In addition, the work vehicle of this invention is not restricted to the structure of embodiment mentioned above, A design change is possible in the range which does not deviate from the summary.
For example, in the railroad backhoe 1 of the above-described embodiment, the case where the vehicle can travel by the caterpillar 3 at the time of off-rail has been described, but the vehicle is not limited to the caterpillar 3 as long as the vehicle can travel outside the track 16 and travels via a tire wheel. It may be possible.
Furthermore, although the railroad backhoe 1 of embodiment mentioned above demonstrated the backhoe as an example, if it is provided with the working tool which can be displaced to an up-down direction, it will not be restricted to a backhoe, For example, a crane etc. Also good.

  In the above-described embodiment, the case where the on-rail state and the off-rail state are detected based on the detection result of the distance sensor S1 disposed on the vehicle body 5 has been described. However, the sensor that detects the on-rail state and the off-rail state is the distance sensor S1. It is not limited to. Hereinafter, first to fourth modifications of the sensor that detects the on-rail state and the off-rail state will be described with reference to FIGS. 8 to 11. In addition, the same code | symbol is attached | subjected and demonstrated to the same part as embodiment mentioned above.

  FIG. 8 shows the carriage 4 in the first modification of the above-described embodiment. In the bogie 4 in this first modification, a potentiometer-type angle detector 70 is attached to the swing shaft 41 of the track frame 42. The angle detector 70 detects the swing angle of the track frame 42 with respect to the carriage frame 40, and the signal of the swing angle is described above via the electrical swivel joint 71 provided on the turning shaft 5a. It outputs to the cart state determination unit 21. The trolley state determination unit 21 determines an off-rail state and an on-rail state based on the detection result of the angle detector 70, that is, the stop angle of the track frame 42 with respect to the trolley 4. This first modification is advantageous in that an accurate swing angle of the track frame 42 can be detected regardless of the turning position of the vehicle body 5.

  FIG. 9 shows the carriage 4 in the second modification of the embodiment described above. In the cart 4 in the second modification, a non-contact type distance sensor 72 using a laser, an infrared ray, or the like is attached to the cart frame 40 in two downward directions. The distance sensors 72 are respectively disposed on the rail treads of the track 16 in a top view, and measure the distance between the distance sensor 72 and the rail treads (in other words, the distance between the carriage frame 40 and the rail treads). . And the distance sensor 72 outputs a detection result to the trolley | bogie state determination part 21 mentioned above. Based on the detection result of the distance sensor 72, the cart state determination unit 21 determines an on-rail state when the distance from the distance sensor 72 to the rail tread is relatively long, and determines an off-rail state when the distance is relatively short. According to the second modification, as in the first modification, an accurate swing angle of the track frame 42 can be detected regardless of the turning position of the vehicle body 5.

  FIG. 10 shows the carriage 4 in the third modification of the embodiment described above. In the cart 4 in this third modified example, a rotary encoder type angle detector 73 is attached to the swing shaft 41 of the track frame 42. Furthermore, in this third modification, in place of the electric swivel joint 71 of the first modification described above, a non-contact power / signal transmission / reception device 74 is provided around the turning shaft 5a. It is different.

  FIG. 11 shows the carriage 4 in the fourth modification of the embodiment described above. The cart 4 in the fourth modification uses a non-contact power / signal transmission / reception device 74 as in the third modification described above. Further, the cart 4 in the fourth modified example includes a plurality of, more specifically, three proximity switches 75 for detecting the on-rail state, the off-rail state of the track frame 42, and the swing angles of these intermediate positions. Are arranged side by side. For example, the proximity switch 75 is turned on from the off state when the railroad frame 42 comes close, or is turned off from the on state, and the detection result of the proximity switch 75 indicates that power / signal transmission / reception is performed. It is output to the carriage state determination unit 21 via the device 74. In the cart state determination unit 21, it is possible to know whether the track frame 42 is on-rail swing angle or off-rail swing angle based on the operation state of the proximity switch 75. The off-rail state and the on-rail state can be determined.

16 Track 2 Iron Wheel (Railway Wheel)
3 Caterpillar (wheels for running outside the track)
4 bogie 5 car body 7 work tool 20 main control unit 21 bogie state determination unit 22 sub control unit S2 turning origin detection sensor S3 operation detection sensor

Claims (3)

In a work vehicle equipped with a carriage that supports a vehicle body by either a wheel for orbital traveling and a wheel for off-orbit traveling, and the carriage or the vehicle body is equipped with a work tool that can move up and down,
A main control unit that regulates an upper limit of movement in the vertical movement of the work implement;
A carriage state determination unit that determines whether the vehicle body is on-rail supported by track running wheels or the vehicle off-rail supported by off-track running wheels;
A work vehicle comprising: a sub-control unit that switches a movement upper limit regulated by the main control unit based on a determination result of the cart state determination unit.   The sub-control unit sets the upper limit of movement in the vertical movement of the work implement to the upper limit of movement for on-rail when it is determined as the on-rail state, while the operation is performed when it is determined as the off-rail state. The work vehicle according to claim 1, wherein an upper limit of movement in the vertical movement of the tool is set to an upper limit of movement for off-rail use. An operation detection sensor for detecting a switching operation for switching between the wheel for traveling on the track and the wheel for traveling outside the track;
A turning origin detection sensor for detecting a turning position relative to the carriage of the vehicle body that is turnably supported on the carriage, and
The sub-control unit
When the turning origin detection sensor detects that the turning position of the vehicle body does not coincide with a predetermined turning position set in advance, and the switching operation by the operation detection sensor is detected, The work vehicle according to claim 2, wherein the upper limit of movement in the vertical movement is set to the upper limit of movement for on-rail use.

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