JP2022172559A - Brake mechanism of construction vehicle - Google Patents

Abstract

To provide a brake mechanism of a construction vehicle which can avoid a collision due to a human error with a simple structure.SOLUTION: A construction vehicle comprises: an obstacle detection device; a brake pedal 15; a first actuator 101; a drum brake. The drum brake is operated with stepping-on of the brake pedal 15. The construction vehicle further comprises: a second actuator 30A; a first transmission mechanism Q1 which is opposite to the first actuator 101 and transmits the power of the second actuator 30A to the first actuator 101; and a control unit which operates the second actuator 30A and operates the drum brake via the first transmission mechanism Q1 and the first actuator 101 when the obstacle is detected by the obstacle detection device.SELECTED DRAWING: Figure 26

Description

The present invention relates to a brake mechanism for construction vehicles.

For example, Patent Literature 1 discloses a brake mechanism for a construction vehicle. In the construction vehicle according to Patent Document 1, an operator returns a forward/reverse lever provided in the driver's seat from a forward position or a reverse position to a neutral position, thereby activating an HST (Hydro Static Transmission) brake for braking. . Further, in the construction vehicle according to Patent Document 1, the brake pedal and the forward/reverse lever are connected via a base plate and a plurality of rods, so that the forward/reverse lever can be returned to a neutral position by stepping on the brake pedal for braking. can.

A first other construction vehicle brake mechanism has a master cylinder provided behind a brake pedal and a drum brake operated by the master cylinder. In the brake mechanism, the brake can be actuated via the master cylinder by the operator's depression of the brake pedal.

A second other construction vehicle brake mechanism has a switch provided on the back side of the brake pedal and a negative brake operated by the switch. In this mechanism, the brake can be operated via a switch by the operator's depression of the brake pedal.

Japanese Utility Model Laid-Open No. 61-16930

Operators who have undergone driving training check the surroundings of construction vehicles while they are running or working by directly looking at the target object or indirectly looking at the mirror. When the operator senses danger, he can operate the forward/reverse lever or depress the brake pedal to brake the construction vehicle and avoid a collision. However, there is a problem that a collision accident occurs due to the operator's disregard for danger or human error caused by familiarity.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a brake mechanism for a construction vehicle that can avoid collision accidents due to human error with a simple structure.

A brake mechanism for a construction vehicle according to the present invention includes an obstacle detection device for detecting an obstacle around the construction vehicle, a brake pedal provided in the driver's seat, a first actuator operated by depression of the brake pedal, and the a drum brake actuated by a first actuator, wherein the drum brake is actuated by depression of the brake pedal, wherein the second actuator provided on the construction vehicle faces the first actuator. a first transmission mechanism for transmitting the power of the second actuator to the first actuator; and when an obstacle is detected by the obstacle detection device, the second actuator is operated and the first transmission mechanism and the first transmission mechanism are operated. and a control unit that operates the drum brake via one actuator.

According to the present invention, even if the brake pedal is not stepped on, the drum brake can be operated via the second actuator and the first transmission mechanism upon detection of an obstacle. can be avoided.

A brake mechanism for a construction vehicle according to the present invention includes an obstacle detection device for detecting an obstacle around the construction vehicle, a driving motor for driving the construction vehicle, a brake pedal provided in the driver's seat, and the a switch that is spaced apart from a brake pedal and is actuated by stepping on the brake pedal; A construction vehicle in which brakes are operated by extracting hydraulic oil in a brake chamber of the traveling motor by depressing the vehicle, wherein a second actuator provided in the construction vehicle and a second actuator facing the switch transmit the power of the second actuator. a second transmission mechanism that transmits power to the switch; and a controller that, when an obstacle is detected by the obstacle detection device, operates the second actuator and operates a brake via the second transmission mechanism and the switch. and

According to the present invention, even if the brake pedal is not stepped on, the brake can be actuated via the second actuator and the second transmission mechanism upon detection of an obstacle. can be avoided.

ADVANTAGE OF THE INVENTION According to this invention, the collision accident by a human error can be avoided with a simple structure.

BRIEF DESCRIPTION OF THE DRAWINGS It is the brake mechanism of the construction vehicle which concerns on 1st embodiment of this invention, Comprising: (a) is a top view, (b) is a side view. FIG. 2 is a schematic diagram of a main part of the brake mechanism of the construction vehicle according to the first embodiment; FIG. 3 is a view taken along line III-III in FIG. 2; FIG. 3 is a view taken along line IV-IV in FIG. 2; FIG. 10 is a working diagram around the base plate when the forward/reverse lever is tilted to the maximum in the forward direction; FIG. 10 is a view of operations around the base plate when the forward/reverse lever is tilted to the maximum in the backward direction; FIG. 10 is a view of action around the base plate when the brake pedal is stepped on; 1 is a block diagram of a brake mechanism of a construction vehicle according to a first embodiment; FIG. 1 is a schematic diagram of a hydraulic circuit according to a first embodiment; FIG. FIG. 3 is a view taken along line XX of FIG. 2; FIG. 5 is a side view of a main part of a brake mechanism for a construction vehicle according to a second embodiment of the present invention; FIG. 11 is a side view of a main part of a brake mechanism for a construction vehicle according to a third embodiment of the present invention; FIG. 11 is an enlarged perspective view of a base member according to a third embodiment; It is an enlarged side view of a base member according to a modification of the third embodiment. It is an enlarged side view of a base member according to a modification of the third embodiment. FIG. 11 is a side view of a main part of a brake mechanism for a construction vehicle according to a fourth embodiment of the present invention; FIG. 11 is a side view of a main part of a brake mechanism for a construction vehicle according to a fifth embodiment of the present invention; FIG. 11 is a side view of a main part of a brake mechanism for a construction vehicle according to a sixth embodiment of the present invention; FIG. 11 is a schematic diagram of a main part of a brake mechanism for a construction vehicle according to a seventh embodiment of the present invention; It is a principal part side view which concerns on 7th embodiment. FIG. 19 is an operation diagram showing a case where the forward/reverse lever is tilted to the maximum in the forward direction in FIG. 18; FIG. 19 is an operation diagram showing a case where the forward/reverse lever is tilted most in the backward direction in FIG. 18; FIG. 19 is an operation diagram showing a case where the actuator is operated in FIG. 18; FIG. 11 is a schematic diagram of a main part of a brake mechanism for a construction vehicle according to an eighth embodiment of the present invention; XXIII-XXIII in FIG. FIG. 11 is a schematic diagram of a main part of a brake mechanism for a construction vehicle according to a ninth embodiment of the present invention; FIG. 21 is a side view of a main part of a brake mechanism for a construction vehicle according to a ninth embodiment; FIG. 10 is a schematic diagram of a main part of a brake mechanism for a construction vehicle according to a tenth embodiment of the present invention; It is a schematic hydraulic circuit diagram of the brake mechanism of the construction vehicle according to the tenth embodiment. FIG. 11 is a schematic diagram of a main part of a brake mechanism for a construction vehicle according to an eleventh embodiment of the present invention;

[First embodiment]
A construction vehicle brake mechanism 1 according to a first embodiment of the present invention will be described in detail with reference to the drawings. In FIG. 1, a construction vehicle brake mechanism 1 according to the present embodiment is mounted on a construction vehicle such as a compaction roller that performs work while traveling at a low speed. Although the rolling pressure roller is exemplified in this embodiment, the present invention may be applied to other construction vehicles. "Up and down", "back and forth", and "left and right" follow the arrows in FIG.

FIG. 1 shows a case in which a brake mechanism 1 of a construction vehicle is mounted on a roller 10 for compacting an asphalt road surface or the like with rollers 11A and tires 11B. The pressure roller 10 includes a driver's seat 12, a dashboard 13, a steering wheel 14, a brake pedal 15, and a forward/reverse lever 16. - 特許庁

The driver's seat 12 is a part where an operator sits and faces the dashboard 13 . The dashboard 13 is a box-shaped body installed in front of the driver's seat, and various gauges, buttons, knobs, etc. are arranged on the upper surface. The steering wheel 14 is a device that determines the traveling direction of the vehicle, and is provided on the upper surface of the dashboard 13 .

The handle 14 is connected to an Orbitroll (registered trademark, hereinafter the same; see FIG. 10) 14a provided inside an upper surface 13c of the dashboard 13 (see FIG. 10). The orbit roll 14a is a hydraulic motor that forms part of the steering device. The orbit roll 14a is supplied with hydraulic oil through a pipe 14b connected to a hydraulic circuit (not shown).

As shown in FIG. 1, the brake pedal 15 is provided below the dashboard 13 and is configured to operate the brake when the operator steps on it. The forward/reverse levers 16 are provided on both sides of the dashboard 13 and are tiltable to a neutral position, a forward position, and a reverse position. The forward/reverse lever 16 may be provided only on one side of the dashboard 13 .

The forward/reverse levers 16, 16 are vertically connected to both ends of the shaft 17, as shown in FIG. The shaft 17 is arranged inside the dashboard 13 along the width direction. As shown in FIGS. 2 and 3, a plate-like rotating plate 18 that rotates in synchronism with the shaft 17 penetrates the shaft 17 and is fixed vertically. A connecting fulcrum portion 18b is formed at the end portion of the body portion 18a of the rotating plate 18 . A first cable 19 is connected to the connection fulcrum portion 18b by pin connection. One end of the first cable 19 is connected to the connection fulcrum portion 18b, and the other end is connected to a forward/reverse switching lever (not shown) of the driving pump P (see FIG. 9).

As shown in FIGS. 2 and 3, when the forward/reverse lever 16 is tilted to the forward position, the pressure roller 10 advances, when tilted to the reverse position, the pressure roller 10 moves backward, and when it is returned to the neutral position, the pressure roller 10 moves forward. brakes. That is, when the forward/reverse lever 16 is pushed to the forward position, the rotating plate 18 rotates upward about the axial center of the shaft 17 and pulls the first cable 19 . As a result, the forward/reverse switching lever rotates to the forward position, and the pressure roller 10 moves forward. On the other hand, when the forward/reverse lever 16 is tilted to the reverse position, the rotating plate 18 rotates downward about the axial center of the shaft 17 and pushes the first cable 19 . As a result, the forward/reverse switching lever rotates to the reverse position and the pressure roller 10 moves backward. Further, when the forward/reverse lever 16 is returned to the neutral position, an HST brake, which will be described later, is actuated to brake the pressure roller 10 .

The brake pedal 15 is configured to interlock with the shaft 17, as shown in FIGS. A plate-shaped base plate 22 that rotates synchronously with the shaft 17 penetrates and is vertically fixed to the shaft 17 . The base plate 22 is formed with a first pin 22a vertically provided on the rear left side and a second pin 22b vertically provided on the front right side. The first pin 22 a and the second pin 22 b are arranged approximately equidistant from the shaft 17 . The brake pedal 15 includes a body plate 15a, a pedal portion 15b, a rotation fulcrum portion 15c, and a connection fulcrum portion 15d.

The main body plate 15a is a plate-like member having a pedal portion 15b on its rear side. The front end of the body plate 15a is rotatably fixed to the front wall 13a of the dashboard 13 via a bracket BK. The rotation fulcrum portion 15 c is the center of rotation of the brake pedal 15 . The connecting fulcrum portion 15d is formed in the central upper portion of the body plate 15a.

The connection fulcrum portion 15d is connected to the base plate 22 via the first brake pedal rod 23 and the second brake pedal rod 24 . The first brake pedal rod 23 and the second brake pedal rod 24 are rod-shaped members. The lower ends of the first brake pedal rod 23 and the second brake pedal rod 24 are connected to the connection fulcrum portion 15d by pin connection.

An upper end portion of the first brake pedal rod 23 is formed with an elongated hole 23a into which the first pin 22a is loosely fitted. An upper end portion of the second brake pedal rod 24 is formed with an elongated hole 24a into which the second pin 22b is loosely fitted. When viewed from the side, the first brake pedal rod 23 and the second brake pedal rod 24 are V-shaped.

At the initial position (the forward/reverse lever 16 is in the neutral position), the base plate 22 is substantially horizontal. Also, the first pin 22a and the second pin 22b are located slightly above the center in the height direction of the elongated holes 23a and 24a.

FIG. 5 is a working diagram around the base plate 22 when the forward/reverse lever 16 is tilted to the maximum in the forward direction. As shown in FIG. 5, when the forward/reverse lever 16 is tilted forward, the shaft 17 and the base plate 22 rotate counterclockwise about the shaft 17 accordingly. At this time, the first pin 22a is positioned at the upper end of the long hole 23a of the rod 23 for the first brake pedal. On the other hand, the second pin 22b is positioned slightly below the center in the height direction of the elongated hole 24a of the rod 24 for the second brake pedal. Even if the forward/reverse lever 16 is tilted forward, the position of the brake pedal 15 does not change because the first pin 22a and the second pin 22b move within the long holes 23a and 24a.

FIG. 6 is a working diagram around the base plate 22 when the forward/reverse lever 16 is tilted to the maximum in the backward direction. As shown in FIG. 6, when the forward/reverse lever 16 is tilted in the backward direction, the shaft 17 and the base plate 22 rotate clockwise about the shaft 17 accordingly. At this time, the second pin 22b is positioned at the upper end of the long hole 24a of the rod 24 for the second brake pedal. On the other hand, the first pin 22a is positioned slightly below the center in the height direction of the elongated hole 23a of the rod 23 for the first brake pedal. Even if the forward/reverse lever 16 is tilted backward, the position of the brake pedal 15 does not change because the first pin 22a and the second pin 22b move in the long holes 23a and 24a.

FIG. 7 is a working diagram around the base plate 22 when the brake pedal is depressed. As shown in FIG. 7, when the operator depresses the brake pedal 15, the brake pedal 15 rotates downward about the pivot point 15c. Accordingly, the first brake pedal rod 23 and the second brake pedal rod 24 are pulled downward, so that the first pin 22a and the second pin 22b are positioned at the upper ends of the long holes 23a and 24a, respectively, and the base plate 22 rotates at a predetermined angle, and the base plate 22 becomes substantially horizontal. In synchronism with these, the shaft 17 and the rotating plate 18 also rotate and are positioned at the neutral position, so that the HST brake operates and brakes.

As described above, the operator can brake the pressure roller 10 by returning the forward/reverse lever 16 to the neutral position or by depressing the brake pedal 15 to return the forward/reverse lever 16 to the neutral position. . That is, the above-described configuration is a brake means operated by an operator.

Next, the brake means 6 (6A, 6B) operated by the control device (control section) 3 will be described.

FIG. 8 is a block diagram of the brake mechanism of the construction vehicle according to the first embodiment. As shown in FIGS. 1 and 8, a construction vehicle brake mechanism 1 includes a TOF (Time Of Flight) distance image sensor (3D distance sensor) 2 that measures distance from the time difference between projected light and reflected light, and a control device (control section) 3 (see FIG. 8) that determines the presence or absence of an obstacle G based on the measurement data of the distance image sensor 2 . Obstacles G are, for example, structures such as pillars and walls, and people.

The distance image sensor (obstacle detection device) 2 includes a light-emitting portion that emits projected light such as infrared rays, and a light-receiving portion that receives reflected light when the projected light hits an object. The distance to the object is measured by measuring the time from when infrared rays are sent from the light emitting part to when the reflected light is received by the light receiving part. The projection angle from the distance image sensor 2 is, for example, 95° in the horizontal direction and 32° in the vertical direction (symbol θ1 shown in FIG. 1(b)), and the projection cross section has a horizontally long rectangular shape. The image resolution is, for example, 64 pixels in the horizontal direction and 16 pixels in the vertical direction, for a total of 1024 pixels. The distance image sensor 2 is attached to the rear portion of the pressure roller 10 at the center in the vehicle width direction so that the projection light is projected obliquely downward in the backward direction.

Regarding the detection range of the obstacle G, if the projection range of the projection light is set as the detection range, that is, if the dimension L1 in the vehicle width direction (FIG. 1(a)) is set wider than the vehicle width dimension of the pressure roller 10, Even though there is no risk of collision, the vehicle may be recognized as having an obstacle G, and the vehicle may stop unnecessarily. Therefore, the dimension L1 of the detection range 4 in the vehicle width direction (indicated by oblique lines in FIG. 1) is set substantially equal to the vehicle width dimension of the pressure roller 10 in this embodiment. Since the distance image sensor 2 can measure the distance to the obstacle G, the width of the vehicle is set based on the measurement data for each pixel, specifically the distance between the distance image sensor 2 and the obstacle G in the vehicle width direction. The control device 3 can determine whether or not an obstacle G exists in the detection range 4 . By using the distance image sensor 2 in this way, the dimension L1 of the detection range 4 can be kept constant over the vehicle front-rear direction. That is, the detection range 4 can be easily set to a substantially rectangular range with one side having the dimension L1 in a plan view as shown in FIG. 1(a). A dimension L2 of the detection range 4 in the longitudinal direction of the vehicle is appropriately set according to the commonly used running speed, and is set to, for example, about 3 meters in the present embodiment.

In addition, since the projection light from the distance image sensor 2 is projected obliquely downward in the backward direction, the horizontal angle θ2 of the projection light when viewed from above is in a range larger than 95°. Therefore, the distance L3 in the vehicle front-rear direction of the non-detection areas 5, 5 formed between the rear ends of the pressure roller 10 and the detection area 4 can be kept small. That is, the undetected blind spots formed on both sides of the rear portion of the vehicle can be reduced.

As shown in FIG. 9, the control device (control unit) 3 includes braking means 6A for braking the vehicle when it is determined that there is an obstacle G within the detection range 4. As shown in FIG. A running pump P driven by an engine (not shown) and a running motor M rotating the rollers 11A and tires 11B (FIG. 1) are connected in series to form a closed hydraulic circuit U1. The running pump P is a swash plate type pump. The traveling pump P is connected to an oil passage T1 and an oil passage T2 for operating the swash plate. A two-position, three-port electromagnetic valve V1 is interposed in parallel with the traveling pump P between the oil passages T1 and T2.

When the engine is running, the electromagnetic valve V1 is at the right position in FIG. 9, and the oil passages T1 and T2 are not communicated with each other. Therefore, when the forward/reverse lever 16 around the driver's seat is tilted toward the forward position while the engine is running, the swash plate operating oil flows from the oil passage T1 side to the oil passage T2 side and the swash plate tilts to one side. . As a result, the pressure oil flows in one direction in the closed circuit U1, the traveling motor M rotates in one direction, and the vehicle moves forward. When the forward/reverse lever 16 is tilted toward the reverse position, the swash plate operating oil flows from the oil passage T2 side to the oil passage T1 side, and the swash plate tilts to the other side. As a result, the pressure oil flows in the other direction in the closed circuit UI, the traveling motor M rotates in the other direction, and the vehicle moves backward.

When the engine is not running, the electromagnetic valve V1 is in the left position as shown in FIG. 9, and the oil passages T1 and T2 are in communication. A closed hydraulic circuit U2 is formed between the solenoid valve V1 and the traveling pump P, and no differential pressure is generated between the oil passages T1 and T2, so that the swash plate is positioned at the neutral position. . As a result, an HST (Hydro Static Transmission) brake acts in the closed circuit U1.

The brake means 6A of the present embodiment utilizes this electromagnetic valve V1, and when an obstacle is detected during backward movement, the controller 3 outputs a brake signal to move the electromagnetic valve V1 from the right position to the left position. switch to As a result, even when the engine is running and the forward/reverse lever is tilted toward the reverse position, the swash plate is positioned at the neutral position, the HST brake is applied in the closed circuit U1, and the driving motor M is operated. Stop. Between the charge pump P1 built in the running pump P and the negative brake M1 built in the running motor M, an electromagnetic valve V2 is interposed for operating the negative brake M1 during parking. .

The timing from when the control device 3 determines that there is an obstacle G to when it outputs the brake signal, that is, the timing at which the braking means 6A starts braking, is preferably changed according to the running speed of the vehicle. For example, the control device 3 compares the braking start distance preset according to the running speed with the distance to the obstacle G present in the detection range 4 measured by the distance image sensor 2, and determines the distance to the obstacle G becomes equal to or less than the brake start distance, a brake signal is output to the electromagnetic valve V1.

It is preferable that the braking start distance is set to a distance slightly longer than the limit braking distance actually measured for the vehicle, for example. The braking start distance is set to about 0.5 m at 2 km/h, about 1 m at 4 km/h, about 1.6 m at 6 km/h, and about 2.4 m at 8 km/h. As the vehicle speed sensor 7 (FIG. 8) for detecting the running speed of the vehicle, a proximity sensor such as a rotary encoder for detecting the number of revolutions of the tires can be used.

In this embodiment, as shown in FIG. 8, the control device (control section) 3 includes braking means 6B for braking the vehicle when it is determined that there is an obstacle G within the detection range 4. FIG. As shown in FIG. 10, the brake means 6B includes an actuator 30, a link plate 31, a base member 32, a first link rod 33, and a second link rod .

The actuator 30 is a device that operates the output shaft 30a in the height direction based on a brake signal from the control device 3. As shown in FIG. Various cylinders such as an air cylinder and an electric cylinder can be used for the actuator 30, but a hydraulic cylinder is used in this embodiment. Although the actuator 30 may be installed anywhere on the vehicle body, in this embodiment, it is installed on the front surface of the front wall 13a of the dashboard 13 via a bracket BK. The actuator 30 is connected via a pipe (not shown) to a hydraulic circuit provided inside the vehicle.

The link plate 31 is a plate-like member that connects the actuator 30 with the first link rod 33 and the second link rod 34 . The link plate 31 includes a body portion 31a, a fixed fulcrum portion 31b, a connecting fulcrum portion 31c, and a connecting fulcrum portion 31d. The main body portion 31 a is arranged so as to pass through an opening 13 d formed in the front wall 13 a of the dashboard 13 .

The fixed fulcrum portion 31b is provided on the upper portion of the main body portion 31a, and is rotatably fixed to the front surface of the front wall 13a via a bracket BK. The connection fulcrum portion 31c is provided at the front end portion of the main body portion 31a and is connected to the tip of the output shaft 30a of the actuator 30 by pin connection. The connection fulcrum portion 31d is provided on the upper portion of the rear end of the main body portion 31a, and is connected to the lower ends of the first link rod 33 and the second link rod 34 by pin connection.

The base member 32 is a plate-shaped member that rotates in synchronization with the shaft 17 . The base member 32 is vertically penetrated and fixed to the shaft 17 . The base member 32 is formed with a first pin 32a vertically provided on the rear left side and a second pin 32b vertically provided on the front right side. The first pin 32 a and the second pin 32 b are arranged approximately equidistant from the shaft 17 .

The first link rod 33 is a rod-shaped member that connects the connecting fulcrum portion 31d and the first pin 32a. The upper end portion of the first link rod 33 is formed with a long hole 33a into which the first pin 32a is loosely fitted. The upper end portion of the second link rod 34 is formed with an elongated hole 34a into which the second pin 32b is loosely fitted. When viewed from the side, the first link rod 33 and the second link rod 34 are V-shaped. In the present embodiment, the "connection mechanism that connects the output shaft of the actuator and the base member" in the claims means a link including the link plate 31, the first link rod 33, and the second link rod 34. Means mechanism.

At the initial position (where the forward/reverse lever 16 is in the neutral position), the base member 32 is substantially horizontal. Also, the first pin 32a and the second pin 32b are located slightly above the center in the height direction of the elongated holes 33a and 34a.

When moving forward or backward by tilting the forward/reverse lever 16, the rotation of the shaft 17 and the base member 32 causes the first pin 32a and the second pin 32a to pass through the long holes 33a and 34a in the same manner as the braking by the brake pedal 15 described above. 32b move respectively. That is, since the first pin 32a and the second pin 32b move through the long holes 33a and 34a as the forward/reverse lever 16 is tilted, the position of the link plate 31 does not change.

On the other hand, for example, when an obstacle G is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to operate the actuator 30 . When the output shaft 30a of the actuator 30 is pulled, the rear end side of the link plate 31 rotates downward around the fixed fulcrum portion 31b. Accordingly, the first link rod 33 and the second link rod 34 are pulled downward, so that the first pin 32a and the second pin 32b are positioned at the upper ends of the long holes 33a and 34a, respectively, and the base member 32 rotates at a predetermined angle, and the base member 32 becomes substantially horizontal. In synchronism with these, the shaft 17 and the rotating plate 18 also rotate and are positioned at the neutral position, so that the HST brake operates and brakes.

After the forward/reverse lever 16 is returned to the neutral position by the brake means 6B, the actuator 30 is operated to extend the output shaft 30a to the original position, thereby returning to the initial position (state shown in FIG. 10).

According to the brake mechanism 1 of the construction vehicle according to the present embodiment described above, since the brake means 6B is provided, the forward/reverse lever 16 is automatically set to neutral by the detection of the distance image sensor (obstacle detection device) 2. The HST brake can be operated by returning it, and a collision accident due to human error can be avoided with a simple structure.

Further, according to this embodiment, the link mechanism including the link plate 31, the first link rod 33 and the second link rod 34 connects the output shaft 30a of the actuator 30 and the base member 32. Therefore, the structure can be simplified. Further, the brake means 6B can be attached to the existing pressure roller 10 as well.

Further, since the first pin 32a and the second pin 32b can move through the long holes 33a and 34a, the normal forward and backward operation does not affect the actuator 30 and the link plate 31. As shown in FIG.

Further, in this embodiment, since both the brake means 6A and 6B are provided, both the brake of the electromagnetic valve V1 system and the brake of the actuator 30 system can be operated, and the pressure roller 10 can be braked more reliably. can be made
In this embodiment, both the brake means 6A and 6B are provided, but the brake means 6A may not be provided.

[Second embodiment]
Next, a construction vehicle brake mechanism 1A according to a second embodiment of the present invention will be described. As shown in FIG. 11, in a construction vehicle brake mechanism 1A according to the second embodiment, a brake means 6Ba is different from that of the first embodiment. In the second embodiment, the description will focus on the parts that are different from the first embodiment.

The brake means 6Ba includes an actuator 30A, a link plate 31A, a base member 32, a first link rod 33, a second link rod 34, and a cable 37.

Actuator 30A is a device that operates output shaft 30Aa based on a brake signal from control device 3 . The link plate 31A is a plate-like member having a substantially triangular shape. The link plate 31A includes a body portion 31a, a fixed fulcrum portion 31b, a connecting fulcrum portion 31c, and a connecting fulcrum portion 31d. The body portion 31 a is arranged inside the dashboard 13 .

The fixed fulcrum portion 31b is provided at the front end portion of the main body portion 31a, and is rotatably fixed to the rear surface of the front wall 13a via a bracket BK. The connection fulcrum portion 31c is provided at the lower center of the body portion 31a and is connected to the cable 37 by pin connection. One end of the cable 37 is connected to the connection fulcrum portion 31c, and the other end is connected to the output shaft 30Aa of the actuator 30A. The connection fulcrum portion 31d is provided at the rear end of the body portion 31a and is connected to the lower ends of the first link rod 33 and the second link rod 34 by pin connection.

In the present embodiment, the "connection mechanism that connects the output shaft of the actuator and the base member" in the claims includes the link plate 31A, the first link rod 33, the second link rod 34, and the cable 37. means the link mechanism that is

For example, when an obstacle is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to operate the actuator 30A. When the cable 37 is pulled by the output shaft 30a of the actuator 30A, the rear end side of the link plate 31A rotates downward around the fixed fulcrum portion 31b. Accordingly, the first link rod 33 and the second link rod 34 are pulled downward, so that the first pin 32a and the second pin 32b are positioned at the upper ends of the long holes 33a and 34a, respectively, and the base member 32 rotates at a predetermined angle, and the base member 32 becomes substantially horizontal. In synchronism with these, the shaft 17 and the rotating plate 18 also rotate and are positioned at the neutral position, so that the HST brake operates and brakes.

The brake mechanism 1A for a construction vehicle according to the second embodiment described above can also achieve substantially the same effects as those of the first embodiment. Further, the actuator 30A of the brake means 6Ba may be provided anywhere within the pressure roller 10. As shown in FIG. Also, the link plate 31A may be rotated via the cable 37 as in the present embodiment. By using the cable 37, the flexibility of the installation position of the actuator 30A can be increased.

[Third Embodiment]
Next, the construction vehicle brake mechanism 1B according to the third embodiment will be described. As shown in FIG. 12, the construction vehicle brake mechanism 1B according to the third embodiment differs from the first embodiment in the brake means 6Bb. In the third embodiment, the description will focus on the parts that are different from the first embodiment.

The braking means 6Bb includes an actuator 30, a link plate 31, a base member 41, an engaging jig 42, and a connecting jig 43.

As shown in FIGS. 12 and 13A, the base member 41 is a plate-like member that rotates in synchronization with the shaft 17. As shown in FIGS. The base member 41 is vertically fixed through the shaft 17 . The base member 41 includes a body portion 41a, a first notch hole 41b, and a second notch hole 41c. The first notch hole 41b is formed in a substantially arcuate shape so as to protrude downward. The second notch hole 41c is formed in the lower part of the center of the first notch hole 41b so as to be continuous with the first notch hole 41b. The second notch hole 41c is formed in a substantially semicircular shape so as to protrude downward. The first notch hole 41b is a sufficiently large opening with respect to the second notch hole 41c.

The engaging jig 42 is a member that connects the base member 41 and the connecting jig 43, and uses a clevis in this embodiment. The engaging jig 42 includes a bifurcated main body portion 42a and a connector 42b that connects the tip end portions of the main body portion 42a. The connecting jig 43 is a rod-shaped member that connects the engaging jig 42 and the connecting fulcrum portion 31d. The engaging jig 42 is arranged such that the lower portion of the base member 41 is rotatably inserted into a hollow portion formed by the main body portion 42a and the connector 42b. The engaging jig 42 is always upright, and the connector 42b is positioned inside the first notch hole 41b.

Here, a position a distance h directly below the axis of the shaft 17 is defined as the setback center C1. Also, the radius from the axial center of the shaft 17 to the upper edge 41d of the first notch hole 41b is defined as a radius r1. Also, let the radius from the axis of the shaft 17 to the axis of the connector 42b be a radius r2. Also, the radius from the setback center C1 to the lower edge 41e of the first notch hole 41b is defined as a radius r3.

A "connecting mechanism that connects the output shaft of the actuator and the base member" in the claims means a mechanism composed of the link plate 31, the engaging jig 42, and the connecting jig 43 in this embodiment. .

In the initial position (the forward/reverse lever 16 is in the neutral position), as shown in FIG. 13A, the connector 42b is positioned substantially in the center of the first notch 41b. When the forward/reverse lever 16 is switched to the forward position or the reverse position, the shaft 17 and the base member 41 rotate around the shaft 17 accordingly. At this time, since the first notch hole 41b is formed, the base member 41 and the engaging jig 42 do not interfere with each other, and the rotation of the base member 41 is permitted.

On the other hand, for example, when an obstacle G is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to drive the actuator 30 . When the output shaft 30a of the actuator 30 is pulled, the rear end side of the link plate 31 rotates downward about the fixed fulcrum portion 31b, and the engaging jig 42 is also pulled downward. As a result, the inclined base member 41 is engaged with the second notch hole 41c while the connector 42b slides along the lower edge 41e of the first notch hole 41b. Further, the second notch hole 41c is returned to the initial position by the engaging jig 42, so that the shaft 17 and the rotating plate 18 are positioned at the neutral position. As a result, the HST brake operates and brakes.

The brake mechanism 1B for a construction vehicle according to the third embodiment described above can also achieve substantially the same effects as those of the first embodiment. Also, even if the base member 41 is used as in the present embodiment, the actuator 30 of the brake means 6Bb can be operated to return the shaft 17 and the rotating plate 18 to the neutral position.

Here, FIGS. 13B and 13C are enlarged side views of the base member according to the modification of the third embodiment. As shown in FIG. 13B, the second notch holes may be omitted. In this modified example, the tilted base member 41 can be returned to the neutral position by pulling the lower edge 41e of the first notch hole 41b with the connector 42b of the engagement jig 42 .

Moreover, as shown in FIG. 13C, the shape of the second notch hole 41c may be triangular when viewed from the side. As shown in FIGS. 13A and 13C, by providing the second notch hole 41c extending downward from the lowermost edge of the first notch hole 41b, the connector 42b of the engaging jig 42 can be easily engaged. Therefore, the force for returning to the neutral position and the force for maintaining the neutral position (while the actuator 30 is operating) can be increased.

The shape of the second notch hole 41c is not limited to the shape described above, and may be any other shape as long as it can be engaged with or disengaged from the connector 42b.
13A to 13C, the setback center C1 of the radius r3 may be displaced from the axis of the shaft 17 by a distance h. r2 and r3 may be concentric circles (distance h is zero).
The first notch hole 41b (the second notch hole 41c) and the radii r1, r2, and r3 allow the base member 41 and the engaging jig 42 to move without interfering with each other when the forward/reverse lever 16 is tilted. 41 is allowed to rotate, and the tilted base member 41 can be returned to the neutral position by pulling the engaging jig 42 when the actuator 30 is actuated.

As described above, even if the radii r1, r2, and r3 are concentric circles (the distance h is zero), it can be established if the second notch hole 41c is sufficiently large. “Necessarily and sufficiently large” means that when the base member 41 is rotated to reach the maximum tilt angle forward or rearward, when the connecting tool 42b is pulled in the vertical direction, the connecting tool 42b will be larger than the arc drawn by the radius r3. The size and shape of the first notch hole 41b and the second notch hole 41c may be determined so that the two are positioned downward (outer than the center).

[Fourth embodiment]
Next, a construction vehicle brake mechanism 1C according to a fourth embodiment of the present invention will be described. As shown in FIG. 14, in a construction vehicle brake mechanism 1C according to the fourth embodiment, a brake means 6Bc is different from that of the first embodiment. In the fourth embodiment, the description will focus on the parts that are different from the first embodiment.

As described above, the orbit roll 14a has a pipe 14b connected to a hydraulic circuit (not shown). Further, in this embodiment, the pipe 14b is provided with a branch pipe 14c and a bypass pipe 14d. The branch pipe 14 c and the bypass pipe 14 d connect the pipe 14 b and the actuator 30 . As a result, the actuator 30, which is a hydraulic cylinder, can supply hydraulic oil to the actuator 30 using the existing pipe 14b. Thereby, according to this embodiment, a hydraulic circuit can be easily configured.

[Fifth embodiment]
Next, a construction vehicle brake mechanism 1D according to a fifth embodiment of the present invention will be described. As shown in FIG. 15, in a brake mechanism 1D for a construction vehicle according to the fifth embodiment, braking means 6Bd is different from that of the first embodiment. In the fifth embodiment, the description will focus on the parts that are different from the first embodiment.

The brake means 6Bd includes an actuator 30, a link plate 31D, a base member 32, a first link rod 33, a second link rod 34, and a brake pedal rod 51. When the actuator 30 is actuated, the brake means 6Bd rotates the base member 32 and rotates the brake pedal 15D in conjunction therewith.

The front end of the brake pedal rod 51 is connected to the connection fulcrum portion 31e of the link plate 31D by pin connection. A long hole 51a is formed in the rear end side of the brake pedal rod 51 . An engagement pin 15e is vertically provided on the body plate 15a of the brake pedal 15D. The engaging pin 15e is loosely fitted in the elongated hole 51a. The connecting fulcrum portion 31e is positioned on the lower front side of the engaging pin 15e. A rear end of the brake pedal 15</b>D is exposed to the outside through an opening 13 e formed in a rear wall 13 b of the dashboard 13 .

When the operator depresses the brake pedal 15D, the base plate 22 (see FIG. 7) returns to the neutral position (horizontal) and the HST brake operates to perform braking as in the first embodiment. At this time, the engaging pin 15e of the brake pedal 15D moves forward in the elongated hole 51a, so that the depression of the brake pedal 15D does not rotate the link plate 31D.

On the other hand, for example, when an obstacle is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to operate the actuator 30 . As a result, the base member 32 becomes substantially horizontal by the same operation as in the first embodiment. In synchronism with these, the shaft 17 and the rotating plate 18 also rotate and are positioned at the neutral position, so that the HST brake operates and brakes. Further, since the link plate 31D rotates clockwise around the fixed fulcrum portion 31b, the brake pedal rod 51 is pulled forward and obliquely downward, and the brake pedal 15D is rotated in the operating direction by the brake pedal rod 51. move.

As a result, the actuation of the actuator 30 enables the HST brake to operate even in the brake pedal 15 system for braking. According to the fifth embodiment, the link mechanism including the link plate 31D and the brake pedal 15D can be interlocked with one actuator 30, so that the HST brake operates in two systems to ensure more reliable braking. can be made

[Sixth embodiment]
Next, a construction vehicle brake mechanism 1E according to a sixth embodiment of the present invention will be described. As shown in FIG. 16, a construction vehicle brake mechanism 1E according to the sixth embodiment is a modification of the second embodiment. In the brake mechanism 1E of the construction vehicle according to the sixth embodiment, the brake means 6Be is different from that of the second embodiment. In the sixth embodiment, the description will focus on the parts that are different from the second embodiment.

The brake means 6Be includes an actuator 30A, a link plate 31E, a base member 32, a first link rod 33, a second link rod 34, a cable 37, and a brake pedal rod 51. . When the actuator 30A is operated, the brake means 6Be rotates the base member 32 and rotates the brake pedal 15E in conjunction therewith.

The link plate 31E includes a body portion 31a, a fixed fulcrum portion 31b, a connecting fulcrum portion 31c, a connecting fulcrum portion 31d, and a connecting fulcrum portion 31e. The fixed fulcrum portion 31b is provided on the front side of the main body portion 31a, and is rotatably fixed to the rear surface of the front wall 13a via a bracket BK.

The connecting fulcrum portion 31c protrudes forward from the fixed fulcrum portion 31b and protrudes forward from the opening 13d of the front wall 13a. The connection fulcrum portion 31c is connected to the end portion of the cable 37 by pin connection.

The connection fulcrum portion 31d is provided on the upper portion of the main body portion 31a and is connected to the lower ends of the first link rod 33 and the second link rod 34 by pin connection. The front end of the brake pedal rod 51 is connected to the connection fulcrum portion 31e by a pin connection. A long hole 51a is formed in the rear end side of the brake pedal rod 51 . An engaging pin 15e formed on the brake pedal 15E is loosely fitted in the elongated hole 51a. The connecting fulcrum portion 31e is positioned on the lower front side of the engaging pin 15e. A rear end of the brake pedal 15E is exposed to the outside through an opening 13e formed in a rear wall 13b of the dashboard 13. As shown in FIG.

When the operator depresses the brake pedal 15E, the base plate 22 (see FIG. 7) returns to the neutral position (horizontal) and the HST brake operates to perform braking as in the first embodiment. At this time, the engaging pin 15e of the brake pedal 15E moves forward in the elongated hole 51a, so that the depression of the brake pedal 15E does not rotate the link plate 31E.

On the other hand, for example, when an obstacle is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to operate the actuator 30A. As a result, the base member 32 becomes substantially horizontal by the same operation as in the first embodiment. In synchronism with these, the shaft 17 and the rotating plate 18 also rotate and are positioned at the neutral position, so that the HST brake operates and brakes. Further, since the link plate 31E is pushed by the cable 37, it rotates clockwise around the fixed fulcrum portion 31b. As a result, the brake pedal rod 51 is pulled forward and obliquely downward, so that the brake pedal 15E rotates in the operating direction.

In other words, the actuation of the actuator 30A enables the HST brake to act and perform braking even in the brake pedal 15E system. According to the sixth embodiment, the link mechanism including the link plate 31E and the brake pedal 15E can be interlocked with one actuator 30A, so that the HST brake operates in two systems to ensure more reliable braking. can be made

[Seventh Embodiment]
Next, a construction vehicle brake mechanism 1F according to a seventh embodiment of the present invention will be described. As shown in FIG. 17, in the construction vehicle brake mechanism 1F according to the seventh embodiment, the braking means 6Bf is different from that of the first embodiment. In the seventh embodiment, the description will focus on the parts that are different from the first embodiment.

As shown in FIGS. 17 and 18, the braking means 6Bf includes a rotating plate 18A, a connecting plate 61, a second cable 62, and an actuator 30A.

The rotating plate 18A is a plate-like member having a substantially triangular shape. A shaft 17 that rotates in synchronism with the rotating plate 18A penetrates through the front portion of the rotating plate 18A and is fixed vertically. The rotating plate 18A includes a body portion 18a, a connecting fulcrum portion 18b, and a connecting fulcrum portion (connecting pin) 18c. The axial center of the shaft 17, the connection fulcrum portion 18b, and the connection fulcrum portion 18c are provided near each corner of the triangle of the main body portion 18a. The connection fulcrum portion 18b is provided at the lower portion of the main body portion 18a, and is a portion to which the end portion of the first cable 19 is connected by pin connection.

The connection fulcrum portion (connection pin) 18c is provided on the upper portion of the main body portion 18a and is a portion to which the connection plate 61 is connected by pin connection. The connection plate 61 is a rectangular plate-shaped member that connects the rotation plate 18A and the second cable 62 . A long hole 61 a is formed in the connecting plate 61 . The second cable 62 has one end provided with a movable pin 63 and the other end connected to the actuator 30A. The movable pin 63 is loosely fitted in the long hole 61a.

FIG. 19 is an operation diagram showing a case where the forward/reverse lever is tilted to the maximum in the forward direction in FIG. 18 . As shown in FIG. 19, when the operator tilts the forward/reverse lever 16 in the forward direction, the rotating plate 18A rotates about the shaft 17 counterclockwise. As a result, the first cable 19 is pulled, and the forward/reverse switching lever (not shown) of the traveling pump P rotates to the forward position. At this time, the rotating plate 18A and the connecting plate 61 rotate relatively about the connecting fulcrum portion 18c, and the movable pin 63 moves within the long hole 61a.

FIG. 20 is an operation diagram showing a case where the forward/reverse lever is tilted most in the reverse direction in FIG. As shown in FIG. 19, when the operator tilts the forward/reverse lever 16 in the backward direction, the rotating plate 18A rotates clockwise about the shaft 17. As shown in FIG. As a result, the first cable 19 is pushed, and the forward/reverse switching lever (not shown) of the running pump P rotates to the reverse position. At this time, the rotating plate 18A and the connecting plate 61 rotate relatively about the connecting fulcrum portion 18c, and the movable pin 63 moves within the long hole 61a.

That is, even if the forward/reverse lever 16 is tilted forward or backward, no load is applied to the actuator 30A because the connection plate 61 and the long hole 61a are formed.

On the other hand, for example, when an obstacle is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to operate the actuator 30A. As shown in FIG. 21, when the second cable 62 is pulled by the actuator 30A, the movable pin 63 moves to the end of the long hole 61a and is further pulled by the second cable 62, so that the rotation plate 18A is moved to the shaft. 17 to return to the neutral position. As a result, the HST brake operates and brakes.

According to the brake mechanism 1F of the construction vehicle according to the present embodiment described above, since the brake means 6Bf is provided, the forward/reverse lever 16 is automatically set to neutral by detection of the distance image sensor (obstacle detection device) 2. The HST brake can be operated by returning it, and a collision accident due to human error can be avoided with a simple structure.

The connecting plate 61 also includes a connecting fulcrum portion (connecting pin) 18c that is rotatably connected to the rotating plate 18A, and an elongated hole 61a through which the movable pin 63 of the second cable 62 slides. Therefore, the rotary plate 18A and the second cable 62 can be connected with a simple configuration.

Note that the end of the long hole 61a on the side of the second cable 62 may be locally formed as a small hole. As a result, the movable pin 63 is guided by the slot of the elongated hole 61a and can be easily moved to the end, thereby enhancing the reactivity of the brake.

[Eighth Embodiment]
Next, a construction vehicle brake mechanism 1G according to an eighth embodiment of the present invention will be described. As shown in FIG. 22, in the construction vehicle brake mechanism 1G according to the eighth embodiment, the brake means 6Bg is different from that of the first embodiment. In the eighth embodiment, the description will focus on the parts that are different from the first embodiment.

The brake means 6Bg includes an actuator 30, a link plate 31, a base member 32, a first link rod 33, and a second link rod 34, as shown in FIGS. The braking means of the actuator 30 system is the same as in the first embodiment.

The braking means 6Bg also includes a rotating plate 18A, a connecting plate 61, a second cable 62, and an actuator 30A. As shown in FIG. 22, the braking means of the actuator 30A system is the same as in the seventh embodiment.

According to the brake mechanism 1G of the construction vehicle according to the present embodiment, for example, when an obstacle G is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to cause the actuators 30 and 30A to to activate both. As a result, the HST brake can be operated more reliably by both the actuator 30 system and the actuator 30A system.

[Ninth embodiment]
Next, the construction vehicle brake mechanism 1H according to the ninth embodiment will be described. As shown in FIGS. 24 and 25, the brake mechanism 1H according to the ninth embodiment is provided with a brake means 6Bh, and the braking by the brake pedal 15 (third cable 65) system is added to the seventh embodiment. It is what I did. In the ninth embodiment, the description will focus on the parts that are different from the seventh embodiment.

The braking means 6Bh includes a rotating plate 18A, a connecting plate 61, a second cable 62, and an actuator 30A. The braking mechanism for the second cable 62 system is the same as in the seventh embodiment.

24 and 25, the braking means 6Bh includes a third cable 65, a rotating plate 71, and a brake pedal rod 51. As shown in FIGS. The brake means 6Bh operates the HST brake with both the second cable 62 system and the third cable 65 system based on the actuator 30A.

The third cable 65 is a cable that connects the actuator 30A and the rotating plate 71 . The rotating plate 71 is a plate-like member having a substantially triangular shape. The rotating plate 71 includes a body portion 71a, a fixed fulcrum portion 71b, a connecting fulcrum portion 71c, and a connecting fulcrum portion 71d. The fixed fulcrum portion 71b, the connecting fulcrum portion 71c, and the connecting fulcrum portion 71d are provided near each corner of the triangle of the main body portion 71a. The fixed fulcrum portion 71b is a portion that is rotatably fixed via a bracket BK connected to a portion of the vehicle.

The connection fulcrum portion 71c is a portion to which the end portion of the third cable 65 is connected by pin connection. The connection fulcrum portion 71d is a portion to which the front end portion of the brake pedal rod 51 is connected by a pin connection. A rear end portion of the brake pedal rod 51 is loosely fitted to an engagement pin 15e of the brake pedal 15 through an elongated hole 51a.

As in the first embodiment, when the brake pedal 15 is stepped on, the shaft 17 and the rotating plate 18A return to their neutral positions, so that the HST brake operates to perform braking. At this time, since the brake pedal 15 is provided with the long hole 51a, the engaging pin 15e moves inside the long hole 51a. That is, the turning plate 71 does not turn when the brake pedal 15 is stepped on.

On the other hand, for example, when an obstacle G is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to drive the actuator 30A. The brake operation of the second cable 62 system is the same as in the seventh embodiment. When the actuator 30A is driven to pull the output shaft 30Aa, the rotating plate 71 rotates clockwise around the fixed fulcrum portion 71b via the third cable 65. As shown in FIG.

As a result, the brake pedal rod 51 is pulled forward and obliquely downward, so that the brake pedal 15 rotates in the operating direction of the brake pedal 15 . As a result, the brake mechanism of the brake pedal 15 system is also activated, and the HST brake is activated.

According to the ninth embodiment described above, since one actuator 30A can operate both the second cable 62 system and the third cable 65 (brake pedal 15) system, braking can be performed more reliably. can.

[Tenth embodiment]
Next, the construction vehicle brake mechanism 1M according to the tenth embodiment will be described. As shown in FIG. 26, the brake mechanism 1M according to the tenth embodiment includes brake means 6Bk. In the tenth embodiment, the description will focus on the parts that are different from the first embodiment.

The braking means 6Bk includes a first actuator 101, a second actuator 30A, and a first transmission mechanism Q1. For example, various cylinders can be used as the first actuator 101, and a master cylinder is used in this embodiment. The first actuator 101 is fixed to the front surface of the front wall 13a of the dashboard 13 via a bracket BK, for example.

The first actuator 101 includes a body 102 , a shaft portion 103 projecting from the body 102 , and an attachment member 104 attached to the shaft portion 103 . The shaft portion 103 is inserted through the opening 13d of the front wall 13a. The attached member 104 is an elongated plate-like member and has a long hole 104a penetrating in the left-right direction.

As shown in FIG. 27, each tire 11B (for example, four tires in this embodiment) is provided with a drum brake DB. The first actuators 101 are each connected to the drum brake DB via a flow path 111 through which pressurized oil (working oil) flows. A brake fluid reserve tank RT is also connected to the first actuator 101 . When the attached member 104 is pushed forward by an external force, the first actuator 101 is operated via the shaft portion 103, and the drum brake DB is expanded to operate the brake. The number of drum brakes DB may be appropriately set according to the number of tires 11B.

As shown in FIG. 26, the brake pedal 15 includes a body plate 15a, a pedal portion 15b, a pivot portion 15c, and an auxiliary member . The auxiliary member 130 is an elongated plate-like member. The auxiliary member 130 is fixed to the body plate 15a and rotates in synchronization with the body plate 15a. One end of the auxiliary member 130 is fixed to the body plate 15a, and the other end of the auxiliary member 130 is provided with a movable pin 130a. The movable pin 130a is slidable inside the elongated hole 104a of the attached member 104. As shown in FIG.

The first transmission mechanism Q1 is a mechanism that transmits the power of the second actuator 30A to the attached member 104. As shown in FIG. The first transmission mechanism Q1 is composed of a cable 112 and a rotating member 121. As shown in FIG. The rotating member 121 is an elongated plate-like member. The rotating member 121 is rotatable around a fixed fulcrum portion 121b provided in the central portion. A connection fulcrum portion 121a to which the cable 112 is connected by a pin is formed on one end side of the rotating member 121 . A tip portion 121c having a narrow width is formed on the other end side of the rotating member 121 .

In the initial position (the forward/reverse lever 16 is in the neutral position), the movable pin 130a of the auxiliary member 130 is positioned slightly forward (to the left in FIG. 26) of the center of the elongated hole 104a of the attached member 104. As shown in FIG. Also, the rotating member 121 is substantially parallel to the vertical direction.

When the operator depresses the brake pedal 15, the auxiliary member 130 rotates clockwise around the rotation fulcrum portion 15c together with the brake pedal 15. As shown in FIG. As a result, the movable pin 130a moves forward (toward the left in FIG. 26), and after coming into contact with the hole wall of the long hole 104a, pushes the shaft portion 103 forward. As a result, the first actuator 101 operates, and the drum brake DB expands to operate the brake. When the brake pedal 15 is released, the restoring force restores the brake pedal 15 to its original position.

On the other hand, for example, when an obstacle G is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to drive the second actuator 30A. When the second actuator 30A is driven to pull the output shaft 30Aa, the rotating member 121 rotates counterclockwise around the fixed fulcrum portion 121b via the cable 112 . As a result, the distal end portion 121c of the rotating member 121 comes into contact with the attached member 104 and pushes the attached member 104 forward (to the left in FIG. 26). As a result, the first actuator 101 operates, and the drum brake DB expands to operate the brake. Further, at this time, the movable pin 130a slides in the elongated hole 104a of the attached member 104, so that it does not affect the brake pedal 15. As shown in FIG.

When the output shaft 30Aa of the actuator 30A returns to its original position, the rotating member 121 also rotates via the cable 112 and returns to its original position. The attached member 104 also returns to its original position due to the restoring force of the first actuator 101 .

According to the brake mechanism 1M of the construction vehicle according to the present embodiment, for example, when an obstacle G is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to activate the second actuator 30A. activate. As a result, even if the operator does not step on the brake pedal 15, the first actuator (master cylinder) 101 can be operated via the second actuator 30A and the first transmission mechanism Q1. Thereby, the brake can be applied by the drum brake DB.

Further, according to this embodiment, the construction vehicle brake mechanism 1M can be formed with a simple configuration.

[Eleventh embodiment]
Next, the construction vehicle brake mechanism 1N according to the eleventh embodiment will be described. As shown in FIG. 28, the construction vehicle brake mechanism 1N according to the eleventh embodiment includes brake means 6Bm. In the eleventh embodiment, the description will focus on the parts that are different from the first embodiment.

The braking means 6Bm includes a switch SW, a second actuator 30A, and a second transmission mechanism Q2. The switch SW is electrically connected to the electromagnetic valve V2 shown in FIG. When the switch SW is energized, the electromagnetic valve V2 is switched, pressure oil (operating oil) in the brake chamber of the traveling motor M is discharged, and the brake is operated (negative brake).

The brake pedal 15 includes a body plate 15a, a pedal portion 15b, a pivot portion 15c, and an auxiliary member 131. As shown in FIG. The auxiliary member 131 is attached to the main body plate 15a, and is provided so as to turn on (excite) the switch SW when the operator steps on the brake pedal 15. As shown in FIG.

The second transmission mechanism Q2 is a mechanism for transmitting the power of the second actuator 30A to the switch SW. The second transmission mechanism Q2 has an intermediate member 122 and a cable 112. As shown in FIG. The intermediate member 122 is an elongated plate-like member arranged parallel to the vertical direction. One end of the intermediate member 122 is connected to the cable 112 via a connecting fulcrum portion 122a. A long hole 122b is formed in the intermediate member 122 along the longitudinal direction. The tip of the intermediate member 122 is formed with a tapered tip portion 122c.

A plate-shaped bracket BK is fixed to the front wall 13 a of the dashboard 13 . A pin BKa erected at the tip of the bracket BK is slidably inserted into the elongated hole 122b of the intermediate member 122 . The switch SW and the tip 122c of the intermediate member 122 face each other with a space therebetween.

At the initial position (the forward/reverse lever 16 is in the neutral position), the pin BKa of the bracket BK is positioned at the upper end of the elongated hole 122b of the intermediate member 122 . Also, the intermediate member 122 is parallel to the vertical direction.

When the operator depresses the brake pedal 15, the auxiliary member 131 rotates clockwise around the rotation fulcrum portion 15c together with the brake pedal 15. As shown in FIG. As a result, the switch SW is energized to operate the negative brake. When the brake pedal 15 is released, the restoring force restores the brake pedal 15 to its original position.

On the other hand, for example, when an obstacle G is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to drive the second actuator 30A. When the output shaft 30Aa is pushed by driving the second actuator 30A, the intermediate member 122 rises along the pin BKa via the cable 112, and pushes the switch SW to excite the switch SW. This activates the negative brake. The intermediate member 122 is configured so as not to interfere with other members such as the brake pedal 15 when pushed by the cable 112 .

When the output shaft 30Aa of the second actuator 30A returns to its original position, the intermediate member 122 also returns to its original position via the cable 112. FIG.

According to the brake mechanism 1N of the construction vehicle according to the present embodiment, for example, when an obstacle G is detected by the distance image sensor 2 during backward movement, the control device 3 outputs a brake signal to activate the second actuator 30A. activate. Thereby, even if the operator does not step on the brake pedal 15, the negative brake can be operated via the second actuator 30A, the second transmission mechanism Q2 and the switch SW.

Further, according to this embodiment, the construction vehicle brake mechanism 1N can be formed with a simple configuration.

Although the embodiments and modifications of the present invention have been described above, design changes can be made as appropriate without departing from the gist of the present invention. Moreover, each embodiment and each modification can be applied in appropriate combination.

1 Brake mechanism of construction vehicle 2 Distance image sensor (obstacle detection device)
3 Control device (control unit)
4 detection range 6, 6A, 6B braking means 7 vehicle speed sensor 10 pressure roller (construction vehicle)
15 brake pedal 16 forward/reverse lever 17 shaft 19 first cable 22 base plate 30 actuator 30A second actuator 32 base member 62 second cable 65 third cable 101 first actuator G obstacle M traveling motor Q1 first transmission mechanism Q2 Second transmission mechanism SW switch

Claims (2)

an obstacle detection device for detecting obstacles around the construction vehicle;
A brake pedal provided in the driver's seat,
a first actuator actuated by stepping on the brake pedal;
a drum brake actuated by the first actuator;
A construction vehicle in which the drum brake is operated by stepping on the brake pedal,
a second actuator provided on the construction vehicle;
a first transmission mechanism that faces the first actuator and transmits the power of the second actuator to the first actuator;
a control unit that operates the second actuator and operates the drum brake via the first transmission mechanism and the first actuator when an obstacle is detected by the obstacle detection device. A brake mechanism for a construction vehicle characterized by: an obstacle detection device for detecting obstacles around the construction vehicle;
a driving motor for driving the construction vehicle;
A brake pedal provided in the driver's seat,
a switch arranged apart from the brake pedal and operated by stepping on the brake pedal;
a solenoid valve operated by the switch to switch the flow of hydraulic oil in the brake chamber of the traveling motor;
A construction vehicle in which brakes are operated by depressing the brake pedal to remove hydraulic oil from a brake chamber of the traveling motor,
a second actuator provided on the construction vehicle;
a second transmission mechanism that faces the switch and transmits power of the second actuator to the switch;
and a control unit that operates the second actuator and operates the brake via the second transmission mechanism and the switch when an obstacle is detected by the obstacle detection device. Vehicle braking mechanism.

Images