JP2023023711A - Wheel stopper - Google Patents

Abstract

To provide a wheel stopper which can be installed to a wheel correctly.SOLUTION: A wheel stopper unit 70 includes: an intersection link body 81 formed by placing a pair of arm members 82 so that the arm members 82 swingably intersect with each other in an X form and connecting the arm members 82 with each other; wheel stopper members 71 each of which is provided at one longitudinal end side of the arm member 82 and inserted into a space between a tire wheel 5 and a parking road surface G; a base frame 100 which converts swinging of the pair of arm members 82 into sliding of the pair of wheel stopper members 71 and slidably supports the pair of wheel stopper members 71; and a frame spring 107 which biases the pair of wheel stopper members 71 in a direction in which the pair of wheel stopper members 71 moves close to each other. Each wheel stopper member 71 may be inserted into the space between the tire wheel 5 and the parking road surface G while causing the pair of wheel stopper members 71 to sandwich the tire wheel 5 from directions opposite to each other with the biasing force of the frame spring 107.SELECTED DRAWING: Figure 3

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel chock device that prevents a vehicle such as an aerial work vehicle from running away.

For vehicles such as aerial work platforms, when the vehicle is parked and work is performed, in addition to braking the wheels with the parking brake (side brake), wedge-shaped wheel chocks are placed between the wheels and the parking surface. By installing it, it is intended to prevent the vehicle from running away (see Patent Document 1, for example).

JP-A-2003-312455

However, if the wheel chocks are not properly installed on the wheels, the effect of the wheel chocks is not sufficiently exhibited, the risk of the vehicle running away remains, and there is a problem that the safety of the work cannot be sufficiently ensured.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a wheel stopper device that can be properly installed on a wheel.

In order to solve the above problems, a wheel stopper device according to the present invention is a portable wheel stopper device for restricting the movement of a parked vehicle, wherein a pair of arm members are swingably crossed in an X-shape. a cross link body formed by connecting; a wheel stopper member provided on one end side in the longitudinal direction of the arm member and inserted between a tread surface of a wheel provided on the vehicle and a parking road surface; a supporting member that converts swinging of the arm member into sliding movement of the pair of wheel stopper members and supports the pair of wheel stopper members so as to be slidable in directions toward and away from each other; and a wheel stopper biasing member that biases the wheel stoppers in a direction to approach each other, and the pair of wheel stoppers are slidably moved in a direction to approach each other by the biasing force of the wheel stopper biasing member, so that they are mutually with respect to the wheel It is characterized in that the wheel stopper member can be inserted between the tread surface of the wheel and the parking road surface while being sandwiched from opposite directions.

In the wheel stopper device configured as described above, a guide member is provided at the other end in the longitudinal direction of the arm member and is capable of coming into contact with the tread surface of the wheel. The wheel stopper members can be inserted between the tread surface of the wheel and the parking road surface while sandwiching the pair of wheel stopper members against the wheel from mutually opposite directions in a contact state. is preferred.

In the wheel stopper device having the above configuration, the arm member includes an arm main body member connected to the support member and an arm head member connected to the guide member and provided to extend and contract with respect to the arm main body member. It is preferably configured with and.

Further, the wheel chock device configured as described above further includes an arm urging member that urges the arm head member in a contraction direction with respect to the arm main body member, and the guide member is moved toward the wheel by the urging force of the arm urging member. It is preferable to configure so as to be able to abut on the tread surface of the .

According to the wheel chock device according to the present invention, each wheel chock member can be easily sandwiched from the front and rear of the wheel by the biasing force of the wheel chock biasing member by operating the pair of arm members to open and close the pair of chock members. can be properly installed in front of and behind the wheel, the original effect of the wheel chock can be sufficiently exhibited to prevent the vehicle from running away, and it is possible to improve the safety of the work. In addition, the pair of wheel stopper members sandwich the wheel from the front and rear by the biasing force of the wheel stopper urging member and are in close contact with the tread surface of the wheel in a pressed state, so that the action of the frictional force acting between the wheel tread surface and the wheel tread surface. Thus, the wheel stopper unit as a whole can be fixed to the wheel while maintaining a predetermined posture (posture when the wheel stopper member is inserted between the wheel and the parking road surface). As a result, even if the wheel is lifted from the ground when the vehicle is jacked up, the wheel chock device is also lifted from the ground while being fixed to the wheel. Also, the wheel stopper members can be properly installed in front of and behind the wheels, and the risk of the vehicle running away during jacking up and jacking down can be further reduced.

1 is a side view of the aerial work vehicle according to the present embodiment; FIG. It is a functional block diagram of the safety device according to the present embodiment. It is a perspective view of the state where the wheel stopper unit of this embodiment was installed in the tire wheel. It is a side view of the state where the said wheel stopper unit was installed in the tire wheel. It is a top view of the state where the said wheel stopper unit was installed in the tire wheel. It is a perspective view of the ring stopper member of the said ring stopper unit. It is a cross-sectional perspective view of the arm member of the said ring stopper unit. It is a longitudinal cross-sectional view of the base frame of the said wheel stopper unit. 4 is a cross-sectional view of the base frame; FIG. It is a schematic diagram which shows arrangement|positioning of the wheel stopper detection apparatus of the said safety device.

Preferred embodiments of the present invention will be described below with reference to the drawings. A vehicle for high lift work 1 according to the present embodiment is shown in FIG.

As shown in FIG. 1, the aerial work vehicle 1 has a driving cabin 7 in the front part of the vehicle body 2, and a pair of left and right tires and wheels 5 (a front wheel 5f and a rear wheel 5r) disposed in front and rear of the vehicle body 2. It is based on a track vehicle that can run by. The vehicle body 2 includes a vehicle body frame including a chassis frame on which tires and wheels 5 (front wheels 5f and rear wheels 5r) are arranged and a sub-frame mounted on the chassis frame.

Jack devices 10 for lifting and supporting the vehicle body 2 are provided on the front, rear, right and left sides of the vehicle body 2 during high-place work. The jack device 10 includes a pair of left and right front jacks 10f arranged behind the front wheels 5f and a pair of left and right rear jacks 10r arranged behind the rear wheels 5r. Each of the jacks 10f and 10r drives a jack cylinder 11 provided therein to extend downward to lift and support the vehicle body 2, thereby stabilizing the vehicle as a whole. A rear end portion of the vehicle body 2 is provided with a lower operation device 27 for operating the jacks 10f and 10r, a boom 30 to be described later, and the like.

A swivel base 20 that is driven by a swivel motor 24 and configured to be horizontally swivelable about a vertical axis is provided in the vehicle body 2 behind the operating cabin 7 . A base end of a boom 30 is attached to a post 21 extending upward from the swivel base 20 via a foot pin 22 so as to be vertically swingable (raising and lowering). Tool boxes 26 for storing work tools and work equipment are provided on the left and right sides of the mounting area of the vehicle body 2 .

The boom 30 has a configuration in which a base end boom 30a, an intermediate boom 30b, and a tip boom 30c are telescopically combined in order from the swivel base 20 side. , the boom 30 can be telescopically moved in the axial direction (longitudinal direction). A hoisting cylinder 23 is straddled between the base end boom 30a and the strut 21, and the boom 30 as a whole is hoisted and lowered in the upper and lower planes (vertical plane) by extending and contracting the hoisting cylinder 23. be able to.

A vertical post (not shown) is pivotally supported at the tip of the tip boom 30c so as to be vertically swingable. This vertical post is supported by an upper leveling cylinder (not shown) straddled between the tip of the tip boom 30c and a lower leveling cylinder 25 straddled between the base end boom 30a and the strut 21. , and swing control (leveling control) is performed so that the vertical posture is always maintained regardless of the ups and downs of the boom 30 . A workbench 40 for a worker to ride on is attached to this vertical post via a workbench bracket (not shown). A swing motor 34 (see FIG. 2) is provided inside the workbench bracket. By driving the swing motor 34, the entire workbench 40 is swung around the vertical post (horizontal rotation). movement). Here, since the vertical post always maintains its vertical posture as described above, the floor surface of the workbench 40 is always horizontally maintained regardless of the hoisting angle of the boom 30 .

The workbench 40 is provided with an upper operation device 45 having various operation means such as an operation lever, an operation switch, and an operation dial operated by a worker on the workbench 40 . Therefore, by operating the upper operation device 45, a worker on the workbench 40 can turn the swivel base 20 (rotating operation of the turning motor 24) and raise and lower the boom 30 (extend and contract operation of the raising and lowering cylinder 23). , expansion and contraction of the boom 30 (extension and contraction of the telescopic cylinder 31), swinging of the workbench 40 (rotating of the swinging motor 34), and the like.

As shown in FIG. 2, the operating mechanism of the jack device 10 (jacks 10f, 10r) and aerial work devices (swivel base 20, boom 30, workbench 40, etc.) provided on the vehicle body 2 includes an upper operation device 45 and a A controller 60 that receives an operation signal from the lower operating device 27 and controls the jack cylinder 11, the swing motor 24, the hoisting cylinder 23, the telescopic cylinder 31, the swing motor 34, etc. (hereinafter collectively referred to as "hydraulic actuator"). , a hydraulic unit 50 that supplies hydraulic oil to operate the hydraulic actuator, and a mounting section battery 59 that serves as a power source for operating the jack device 10 and aerial work equipment.

An operation signal output by operating the upper operation device 45 or the lower operation device 27 is input to the controller 60 . The operation control section 61 of the controller 60 outputs a command signal corresponding to the operation signal to the hydraulic unit 50 (control valve 53).

The hydraulic unit 50 includes a hydraulic pump 51 that discharges hydraulic oil, a pump drive motor 52 that drives the hydraulic pump 51, and a control valve that controls the direction and amount of hydraulic oil supplied from the hydraulic pump 51 to each hydraulic actuator. 53. The pump drive motor 52 is rotationally driven by electric power supplied from the mounting section battery 59 via the inverter 54 . The control valves 53 include an electromagnetic proportional control valve V1 corresponding to the jack cylinder 11, an electromagnetic proportional control valve V2 corresponding to the turning motor 24, an electromagnetic proportional control valve V3 corresponding to the hoisting cylinder 23, and an electromagnetic proportional control valve corresponding to the telescopic cylinder 31. It has a valve V4 and an electromagnetic proportional control valve V5 corresponding to the oscillating motor . The control valve 53 electromagnetically drives the spools of the electromagnetic proportional control valves V1 to V5 based on a command signal from the operation control unit 61 of the controller 60, thereby reducing the hydraulic oil supplied from the hydraulic pump 51 to each hydraulic actuator. It controls the supply direction and supply amount, and controls the operating direction and operating speed of each hydraulic actuator (controls the operating direction and operating speed of the jack device 10 and the aerial work equipment).

When the aerial work vehicle 1 having such a configuration is parked at a target work site and a required work is performed, the parking brake ( After operating the parking brake) to brake the left and right rear wheels 5r, a wedge-shaped wheel stopper member 71 (see FIG. 3 etc.) is placed between the parking surface and the tread surface (tread surface) of the tire wheel 5. is installed to prevent the vehicle from running away. In addition, in this embodiment, a safety device is provided to prevent the jacks 10f and 10r from being operated when the wheel stopper member 71 is not properly installed on the tire wheel 5. FIG.

Next, the structure of the wheel stopper unit (wheel stopper device) 70 of this embodiment will be described with reference to FIGS. 3 to 9. FIG. Hereinafter, for convenience of explanation, the length direction (insertion direction) of the wheel stopper member 71 will be referred to as the “front-rear direction”, the width direction of the wheel stopper member 71 as the “horizontal direction”, and the height direction of the wheel stopper member 71 as the “vertical direction”. , but does not specify the arrangement direction of the wheel stopper unit 70 (the wheel stopper member 71). In addition, as for the direction of the wheel stopper unit 70 in the left-right direction, the side facing the operator (the side on which a handle 94 described later is provided) is also referred to as the "front side", and faces the outer surface 5a of the tire wheel 5. The side (the side on which rollers 95 are provided, which will be described later) is also referred to as the "back side".

The wheel stopper unit 70 includes a pair of wheel stopper members 71 (a first wheel stopper member 71A and a second wheel stopper member 71B) inserted between the tread surface 5t of the tire wheel 5 and the parking road surface G, and a pair of wheel stoppers. It is mainly composed of a link mechanism 80 that slidably supports the member 71 . Since the pair of ring stopper members 71 have a bilaterally symmetrical configuration (substantially the same configuration), portions having the same structure or having the same function are denoted by the same reference numerals. In addition, in the present embodiment, when the first wheel stopper member 71A and the second wheel stopper member 71B are not particularly distinguished, the suffixes A and B are omitted, and they are simply referred to as the "wheel stopper member 71". .

The wheel stopper member 71 is formed in a wedge shape using a synthetic resin material (plastic material), for example. The wheel stopper member 71 includes a ground contact portion 72 that forms a bottom portion that is grounded on the parking road surface G, a wheel contact portion 73 that contacts the tread surface 5t of the tire wheel 5, a top portion 74 that forms the top, and a ground contact portion. It has a rear portion 75 connecting the top portion 74 to the top portion 72 and a pair of side portions 76 .

The contact portion 72 is formed with a non-slip portion 72a that prevents slipping on the ground by continuously forming peaks and valleys along the front-rear direction. The wheel contact portion 73 is a curved surface that rises from the tip side of the wheel stopper member 71 (the side that is inserted between the tire wheel 5 and the parking road surface G) toward the base end side and is concave obliquely upward. , and is configured to be able to abut on the tread surface 5t of the tire wheel 5. As shown in FIG. A part or the whole of the wheel contact portion 73 may be formed by an inclined surface. A fixing hole 76a into which a square bar 108 of an outer frame 104 (to be described later) is inserted is formed through the side surface portion 76 of the wheel stop member 71 on the front and back.

The link mechanism 80 includes a cross link body 81 formed by connecting two arm members 82 (a first arm member 82A and a second arm member 82B) in an X shape, and a lower end portion of the two arm members 82 connected to the cross link body 81. and a base frame 100 for slidably supporting the pair of ring stopper members 71 in the directions of approaching and separating from each other.

The cross link body 81 is provided with a first arm member 82A and a second arm member 82B. Constructed by connecting. Note that the first arm member 82A and the second arm member 82B differ only in the configuration of the intermediate portion in the longitudinal direction (the configuration of recesses 85 and 86, which will be described later), and the other configurations are the same. The same reference numerals are used for explanation. Further, in this embodiment, when the first arm member 82A and the second arm member 82B are not particularly distinguished, the suffixes A and B are omitted and they are simply referred to as "arm member 82".

The arm member 82 is constructed by telescopically combining an arm body 84 that can swing around a swing shaft pin 83 and an arm head 90 that is inserted into the arm body 84 so as to extend and contract. .

The arm main body 84 is formed in a rectangular tubular shape using a metal material such as steel or aluminum. A base frame 100 is attached to one end (lower end) of the arm body 84 in the longitudinal direction, and an arm head 90 is attached to the other end (upper end) of the arm body 84 in the longitudinal direction. A substantially cylindrical rocking shaft pin 83 extending in a direction perpendicular to the longitudinal direction (horizontal direction) is pivotally attached to an intermediate portion of the arm body 84 in the longitudinal direction. Here, a recessed portion 85 opened toward the second arm member 82B (the side surface of the tire/wheel 5) is formed in the intermediate portion of the arm body 84 of the first arm member 82A. A recess 86 that opens toward the first arm member 82A (operator side) is formed in the intermediate portion of the arm body 84 . By connecting the two arm bodies 84 with the recessed portions 85 and 86 of each other by the swing shaft pin 83, the two arm bodies 84 intersect in the same plane in an X shape. It becomes possible to swing in each state. It should be noted that the center of swing of the two arm members 82 (the position of the swing shaft pin 83) is the same as the rotation of the tire/wheel 5 when the wheel stopper unit 70 is installed on the tire/wheel 5 (the state shown in FIG. 4). It is designed so that it approximately coincides with the center.

A head accommodating portion 87 for receiving the lower end of the arm head 90 is formed in the upper end of the arm main body 84 . A stationary pin 88 extending in a direction perpendicular to the longitudinal direction of the arm body 84 (horizontal direction) is attached in the head housing portion 87 . A long groove 89 extending along the longitudinal direction of the arm main body 84 is formed through the front side surface of the head accommodating portion 87 on the front and back sides.

The arm head 90 is made of, for example, a metal material such as steel or aluminum. A handle (grip) 94 provided at an intermediate portion in the longitudinal direction of the rod portion 91 is provided.

The rod portion 91 is formed in a rectangular tubular shape that is sized to fit in the head accommodating portion 87 of the arm body 84 . A hollow portion 92 extending along the longitudinal direction of the rod portion 91 is formed in the lower end side of the rod portion 91 , and a movable side pin 93 extending in the horizontal direction is attached to the hollow portion 92 . The front side of the movable pin 93 is engaged with the long groove 89 so as to be prevented from slipping out, and is movable along the long groove 89 according to the expansion and contraction of the arm head 90 with respect to the arm body 84 . The handle 94 is a portion that is held by an operator when swinging the arm member 82 or when transporting, installing, or removing the wheel stopper unit 70 .

A freely rotatable roller 95 is cantilevered on the upper end side of the arm head 90 . The roller 95 is formed in a long cylindrical shape by using a metal material or a synthetic resin material, for example, and is configured so that the tread surface 5t of the tire/wheel 5 can be brought into contact with the outer peripheral surface thereof. The roller 95 is attached to the tip side of the rod portion 91 in a state of protruding in the direction opposite to the handle 94 , and is connected to the swing shaft of the arm member 82 via a rotating shaft pin 96 provided on the tip side of the rod portion 92 . It is rotatably supported around an axis parallel to the pin 83 .

Between the fixed side pin 88 of the arm body 84 and the movable side pin 93 of the arm head 90, an arm spring (extension coil spring) 97 is interposed as an elastic member. One end of the arm spring 97 (lower end in FIG. 7) is engaged with the fixed pin 88 and the other end (upper end in FIG. 7) is engaged with the movable pin 93 . The arm spring 97 always biases the arm head 90 in the direction of shrinking relative to the arm body 84 (the direction in which the movable pin 93 approaches the fixed pin 88).

The base frame 100 includes an inner frame 101 extending in the longitudinal direction and a pair of outer frames 104 (first outer frame 104A, second outer frame 104B) slidably connected to both ends of the inner frame 101. A first arm member 82A is pivotally connected to the first outer frame 104A, and a second arm member 82B is pivotally connected to the second outer frame 104B. Since the first outer frame 104A and the second outer frame 104B have a symmetrical configuration (substantially the same configuration), the same reference numerals are assigned to portions having the same structure or having the same function. do. Further, in the present embodiment, when the first outer frame 104A and the second outer frame 104B are not particularly distinguished, the suffixes A and B are omitted and they are simply referred to as the "outer frame 104".

The inner frame 101 is formed in the shape of a hollow rectangular tube extending along the front-rear direction. A frame spring 107 , which will be described later, is arranged in the hollow portion 102 of the inner frame 101 . One end of the inner frame 101 in the longitudinal direction (front-back direction) is inserted into the first outer frame 104A, and the other end of the inner frame 101 in the longitudinal direction (front-back direction) is inserted into the second outer frame 104B. there is A pair of guide holes 103 extending along the sliding direction (front-rear direction) of the outer frame 104 are formed through the front side surface of the inner frame 101 .

The outer frame 104 is formed in the shape of a hollow rectangular tube extending in the front-rear direction. An end portion of the inner frame 101 is telescopically inserted into the hollow portion 105 of the outer frame 104, and the outer frame 104 is combined with the inner frame 101 so as to be relatively movable (slidable) in the longitudinal direction. ing. A guide pin 106 is fixed across the left and right side walls of the outer frame 104 at the longitudinal end of the outer frame 104 (the end on the side where the inner frame 101 is inserted). The guide pin 106 is formed in an elongated cylindrical shape extending in a direction perpendicular to the sliding direction of the outer frame 104, and the lower end of the arm member 82 can swing with respect to the outer frame 104 with the guide pin 106 as a fulcrum. is pivotally connected to Further, the guide pin 106 is inserted through the guide hole 103 of the inner frame 101 so as to prevent it from slipping off. is to be guided.

A frame spring (tension coil spring) 107 is interposed between the guide pin 106 of the first outer frame 104A and the guide pin 106 of the second outer frame 104B in the hollow portion 102 of the inner frame 101 . One end side of the frame spring 107 is engaged with the guide pin 106 of the first outer frame 104A, and the other end side of the frame spring 107 is engaged with the guide pin 106 of the second outer frame 104B. The frame spring 107 always biases the pair of outer frames 104A and 104B in the direction in which they approach each other, that is, in the direction in which the pair of wheel stopper members 71 approach.

A square bar 108 extending in the left-right direction is fixed in an inserted state to the outer end side in the front-rear direction of the outer frame 104 . The square bar 108 protrudes toward the wheel stopper member 71 , and its protruding end is fitted and fixed to the fixing hole 76 a of the side surface portion 76 of the wheel stopper member 71 . The projection length of the square bar 108 (the length of projection from the rear end of the outer frame 104 toward the wheel stopper member 71) is such that the rear end of the outer frame 104 contacts or approaches the outer surface 5a of the tire wheel 5. The length is set so that the center of the tire wheel 5 in the width direction and the center of the wheel stopper member 71 in the width direction match each other.

Further, on the upper surface side of the outer frame 104, a detected object 109 that is detected by a wheel stopper detection device 110, which will be described later, is attached. The object 109 to be detected is, for example, a reflecting member formed by vapor-depositing a metal such as aluminum on a synthetic resin material to form a reflecting surface.

In the link mechanism 80 having such a configuration, the two arm members 82 are arranged in opposite directions (approaching direction or separating direction) about a common swing shaft pin 83 pivoted in the longitudinal middle portion. is configured to be swingable. Hereinafter, for convenience of explanation, as the swinging directions of the two arm members 82, the direction in which the rollers 95 approach each other is referred to as the "closing direction", and the direction in which the rollers 95 move away from each other is referred to as the "opening direction." ”. Moreover, each arm member 82 can change the length of the arm member 82 by extending and contracting the arm head 90 with respect to the arm main body 84 along the longitudinal direction. By changing the length of the arm member 82, the distance from the swing center (swing shaft pin 83) of the arm member 82 to the roller 82 can be adjusted.

In the link mechanism 80, the swinging motion of the two arm members 82 is converted into a sliding motion (linear motion) of the outer frame 104 relative to the inner frame 101 in the front-back direction (linear motion). The outer frame 104 slides in the corresponding sliding direction. Specifically, when the two arm members 82 swing in the opening direction, the outer frames 104 slide in the direction in which they are separated from each other (outward direction), and the distance between the pair of wheel stopper members 71 increases. Become. On the other hand, when the two arm members 82 swing in the closing direction, the outer frames 104 slide toward each other (inward direction), and the distance between the pair of ring stopper members 71 is reduced.

Next, a procedure for installing the wheel stopper unit 70 of this embodiment will be described. The installation work of the wheel stopper unit 70 is performed by activating the parking brake (parking brake) from inside the driving cabin 7 for the vehicle stopped at the target work site, and holding the left and right rear wheels 5r in a braking state. then do it. When the parking surface G of the aerial work vehicle 1 is flat, the wheel stopper unit 70 is installed for at least the rear wheels 5r, and when the parking surface G is a slope, all the wheels 5 ( A wheel stopper unit 70 is installed for the front wheel 5f and the rear wheel 5r).

First, in order to install the wheel stopper unit 70, the handle 94 of each of the two arm members 82 is grasped and a force is applied in the outward direction, thereby swinging the two arm members 82 in the opening direction. Let When the arm member 82 is swung in the opening direction, the guide pin 106 pivotally connecting the lower end of the arm member 82 and the outer frame 104 moves horizontally outward along the guide hole 103 against the biasing force of the frame spring 107. By sliding, the outer frame 104 slides in the same direction as the inner frame 101 . As a result, the pair of wheel stopper members 71 move away from each other, and the distance between the pair of wheel stopper members 71 is expanded. At this time, the force in the outward direction applied to the arm member 82 by gripping the handle 95 is the component of the force acting in the direction orthogonal to the longitudinal direction of the arm member 82 (the component of the force for swinging the arm member 82 in the opening direction). component) and a force component acting in the longitudinal direction of the arm member 92 (a force component that moves the arm head 90 in the extension direction), thereby swinging the two arm members 82 in the opening direction. At the same time, the arm head 90 can be moved in the extension direction (projection direction) with respect to the arm body 84 . By extending the arm member 90 in the longitudinal direction while swinging the arm member 82 in this manner, the rollers 95 provided at the ends of the arm member 82 are moved away from the swing center, and the pair of rollers 95 and the pair of rollers 95 The space for receiving the tire wheel 5 can be expanded between the wheel stopper member 71 and the wheel stopper member 71. - 特許庁

Subsequently, with the two arm members 82 opened, the wheel stopper unit 70 is inserted from the outer surface 5a side of the tire wheel 5, and the pair of rollers 95 are arranged above the tire wheel 5. A wheel stopper member 71 is arranged below the tire wheel 5 .

Subsequently, the force applied to the handle 95 (the force to open the arm member 82) is relaxed, and the two arm members 82 are swung in the closing direction by the biasing force of the frame spring 107. As shown in FIG. When the two arm members 82 swing in the closing direction, the biasing force of the arm spring 97 causes the arm head 90 to move in the contraction direction (retraction direction) with respect to the arm body 84 , and the rollers 95 move toward the tread surface of the tire wheel 5 . 5t and rolls along the tread surface 5t. Further, when the two arm members 82 are swung in the closing direction, the pair of outer frames 104 slide in a direction approaching each other, so that the pair of wheel stopper members 71 move between the tire wheel 5 and the parking road surface G. , and the wheel contact portion 73 of each wheel stopper member 71 comes into contact with the tread surface 5 t of the tire wheel 5 . As a result, the pair of wheel stop members 71 sandwiching the tire wheel 5 from the front and rear and being installed at appropriate positions in the front and rear of the tire wheel 5 prevents the vehicle from running away when the jacks 10f and 10r are extended. It is possible to prevent it effectively.

After the installation of the wheel stopper unit 70 is completed, the lower operating device 27 is operated to extend the jacks 10f and 10r, so that all the tires and wheels 5 are cut off from the ground and the whole vehicle is lifted and supported. . At this time, the wheel stopper unit 70 is configured such that the pair of wheel stopper members 71 sandwich the tire wheel 5 from the front and rear by the biasing force of the frame spring 107, and each wheel stopper member 71 presses against the tread surface 5t of the tire wheel 5. By being in close contact with the tread surface 5t, the wheel stopper unit 70 as a whole is in a predetermined posture with respect to the tire wheel 5 (the wheel stopper member 71 is positioned between the tire wheel 5 and the parking road surface G due to the action of the frictional force acting between the tire wheel 5t and the parking road surface G). It is fixed in a state where it maintains the posture when it was inserted into the In addition, by crossing the two arm members 82 in an X shape and sandwiching the tire wheel 5 diagonally between a pair of rollers 95 and a pair of wheel stopper members 71 (by sandwiching from four directions), the wheel can be The stopper unit 70 is fixed to the tire/wheel 5 more firmly, and the entire wheel stopper unit 70 is prevented from being displaced or detached from the tire/wheel 5 in the longitudinal direction and the vertical direction. In this manner, the wheel stopper unit 70 is fixed to the tire wheel 5 while self-holding the predetermined posture. As a result, even when the tire wheel 5 is separated from the ground in response to the extension operation of the jacks 10f and 10r, the wheel stopper unit 70 is fixed to the tire wheel 5 (and is prevented from coming off), and the tire wheel 5 and the tire wheel 5 remain on the ground. will rise from

When the required high-place work is completed, the lower operating device 27 is operated to retract the jacks 10f and 10r (retraction of the jacks 10f and 10r), thereby lowering the entire vehicle and moving the tires and wheels 5 again. is grounded on the parking road surface G. At this time, since the wheel chock unit 70 is fixed to the tire wheel 5 in a predetermined posture, when the tire wheel 5 touches the ground in accordance with the retracting operation of the jacks 10f and 10r, the front and rear of the tire wheel 5 are displaced. A state in which a pair of wheel stopper members 71 are installed at appropriate positions (a state in which the wheel stopper members 71 are inserted between the tire wheel 5 and the parking ground G) can be achieved. As a result, it is possible to effectively prevent the vehicle from running away when the jacks 10f and 10r are retracted. In order to attach and detach the wheel stopper unit 70 from the tire wheel 5, basically, the procedure for installing the wheel stopper unit 70 should be reversed (open the two arm members 82). direction to pull out the wheel stopper unit 70 toward you).

In this embodiment, the forces acting on the wheel stopper member 71 when the vehicle is jacked up (the elastic force of the frame spring 107, the frictional force between the tire wheel 5 and the wheel contact portion 73, the force from the tire wheel 5 By maintaining balance (by satisfying the force balance condition), the relative movement of the wheel stopper member 71 with respect to the tire wheel 5 is suppressed, and the wheel stopper unit 70 as a whole is kept in balance. is fixed to the tire wheel 5.

Next, the safety device provided in the aerial work vehicle 1 of this embodiment will be described. As shown in FIG. 2 and the like, the safety device of this embodiment includes a wheel stopper detection device 110 that detects a wheel stopper unit 70 installed on the tire wheel 5 and a vehicle body tilt detector 120 that detects the tilt of the vehicle body 2. , and a controller 60 provided on the vehicle body 2 .

As shown in FIGS. 2 and 10, the wheel chock detection device 110 includes a pair of front wheel side front wheel chock detectors 111 (111L, 111R) mounted in front of the left and right front wheels 5f in the lower part of the vehicle body 2, A pair of front-wheel-side rear-installed chock detectors 112 (112L, 112R) attached behind the left and right front wheels 5f in the lower portion of the vehicle body 2, and a pair attached in front of the left and right rear wheels 5r in the lower portion of the vehicle body 2. Rear wheel side front wheel stopper detectors 113 (113L, 113R) and a pair of rear wheel side rear wheel stopper detectors 114 (114L, 114R) attached behind the left and right rear wheels 5r in the lower part of the vehicle body 2. ) and The front-wheel-side front-installed chock detector 111 detects the detected body 109 located in front of the front wheel 5f, out of the two detected bodies 109 of the chock unit 70 installed on the front wheel 5f. , and outputs this detection signal to the controller 60 . The front-wheel-side rear-installed chock detector 112 detects the detected body 109 located on the rear side of the front wheel 5f, out of the two detected bodies 109 of the chock unit 70 installed on the front wheel 5f. and outputs this detection signal to the controller 60 . The rear-wheel-side front-installed chock detector 113 detects the detected body 109 located on the front side of the rear wheel 5r among the two detected bodies 109 of the chock unit 70 installed on the rear wheel 5r. It detects and outputs this detection signal to the controller 60 . The rear-wheel-side rear-installed chock detector 114 detects the detected body 109 located behind the rear wheel 5r, out of the two detected bodies 109 of the chock unit 70 installed on the rear wheel 5r. is detected, and this detection signal is output to the controller 60 .

Each of the wheel stopper detectors 111, 112, 113, and 114 includes a light-emitting portion (light-emitting element) that irradiates a laser beam toward an object and a light-receiving portion (light-receiving element) that receives light reflected from the object. It is a reflective laser sensor. Each of the wheel stopper detectors 111, 112, 113, and 114 detects reflected light from a detection target (target object) 109 provided in the wheel stopper unit 70, thereby detecting that the wheel stopper unit 70 detects the tire wheel 5 (front wheel). 5f or rear wheel 5r). In the present embodiment, by detecting the two detection objects 109 provided on the base frame 100 of the wheel stopper unit 70, it is possible to detect that the base frame 100 is arranged on the side of the tire wheel 5, that is, the wheel stopper is detected. It is detected that the unit 70 (a pair of wheel stopper members 71) has been installed at a proper position with respect to the tire wheel 5 (that the wheel stopper unit 70 has been correctly installed).

The vehicle body tilt detector 120 detects the tilt angle of the vehicle body 2 with respect to the horizontal plane (the tilt angle of the vehicle body 2 in the longitudinal direction). The vehicle body tilt detector 120 detects the tilt angle of the vehicle body 2 (the tilt angle of the vehicle body 2 in the longitudinal direction) and outputs a voltage signal (detection signal) corresponding to the detected tilt angle to the controller 60 . The inclination angle of the vehicle body 2 is, for example, a positive angle (positive angle) when the vehicle body 2 is raised forward (head-up), and a positive angle when the vehicle body 2 is lowered forward (head-down). It becomes a negative angle (minus angle).

The controller 60 has an operation control section 61 , a vehicle body tilt determination section 62 and a wheel stopper determination section 63 .

As described above, the operation control unit 61 electromagnetically drives the control valve 53 based on the operation signal from the upper operation device 45 or the lower operation device 27 to operate each hydraulic actuator, thereby controlling the boom 30 and the jack 10f. , 10r, etc.

The vehicle body tilt determination unit 62 compares the tilt angle of the vehicle body 2 detected by the vehicle body tilt detector 120 with a predetermined angle range, and determines if the tilt angle of the vehicle body 2 is within the predetermined angle range. determines that the vehicle body 2 is in a horizontal posture (the parking surface G is flat), and if the tilt angle of the vehicle body 2 exceeds a predetermined angle range, the vehicle body 2 is in a tilted posture ( It is determined that the parking road surface G is a sloping ground. The "predetermined angle range" is set to an angle range (for example, ±3 degrees) in which the vehicle body 2 can be considered to be in a horizontal posture.

Further, when the vehicle body tilt determination unit 62 determines that the tilt angle of the vehicle body 2 exceeds the predetermined angle range, that is, it determines that the vehicle body 2 is in a tilted posture (the parking road surface G is a slope). In this case, it is determined whether the tilt angle of the vehicle body 2 is a positive angle (plus angle) or a negative angle (minus angle). When the tilt angle of the vehicle body 2 is a positive angle, the vehicle body tilt determination unit 62 determines that the vehicle body 2 is in a tilted attitude with the front rising (front rising parking), and the tilt angle of the vehicle body 2 is a negative angle. , it is determined that the vehicle body 2 is in a forward-down tilted posture (front-down parking).

(When the parking surface is flat)
When the vehicle body tilt determination unit 62 determines that the vehicle body 2 is in a horizontal posture (the parking road surface G is flat), the wheel stopper determination unit 63 detects the rear wheel side front wheel stopper detector 113 and the rear wheel side front wheel stopper detector 113 . Based on the detection information from the rear-installed wheel stopper detector 114, it is determined whether or not the wheel stopper unit 70 is correctly installed on the rear wheel 5r (whether the wheel stopper member 71 is correctly installed before and after the rear wheel 5r). or not). When it is determined that the wheel stopper unit 70 is correctly installed on the rear wheel 5r, the wheel stopper determination unit 63 permits the expansion and contraction of the jacks 10f and 10r, and the wheel stopper unit 70 is correctly installed on the rear wheel 5r. When it is determined that the jacks 10f and 10r are not extended and retracted, the extension/contraction operation of the jacks 10f and 10r is restricted.

(When the parking surface is a sloping ground with a downward slope)
When the vehicle body tilt determination unit 62 determines that the vehicle body 2 is in a forward-downward tilting posture (the parking road surface G is a forward-downward slope), the wheel stopper determination unit 63 detects the front wheel-side front wheel stopper detector 111 . , the front wheel side rear wheel chock detector 112, the rear wheel side front wheel chock detector 113 and the rear wheel side rear wheel chock detector 114. is correctly installed (determines whether or not the wheel chocks 70 are correctly installed at least on the front side (downhill side) of the front wheel 5f and the front side (downhill side) of the rear wheel 5r). When the wheel chock determination unit 63 determines that the wheel chock units 70 are correctly installed on the front wheels 5f and the rear wheels 5r, it permits the expansion and contraction of the jacks 10f and 10r. When it is determined that the stopping unit 70 is not properly installed, the extension/retraction operation of the jacks 10f and 10r is restricted.

(When the parking surface is on a sloping land with an upward slope)
When the vehicle body tilt determination unit 62 determines that the vehicle body 2 is in a forward-rising tilt posture (the parking road surface G is a forward-rising slope), the wheel stopper determination unit 63 determines that the vehicle body 2 is in an unstable state. Since there is a possibility that the jacks 10f and 10r will be expanded and contracted at this time, regardless of the detection information from each wheel stopper detector 111, 112, 113, 114 (whether the wheel stopper unit 70 is installed correctly) regardless), restricts the expansion and contraction of the jacks 10f and 10r.

The operation control of the jacks 10f and 10r by the wheel chock determination unit 63 is such that the operation control unit 61 does not receive the operation signal even if the jack operation is performed, or the operation control unit 61 does not accept the jack operation signal. This is done by imposing operation restrictions on the operation control unit 61, such as preventing the electromagnetic proportional control valve V1 corresponding to the jack cylinder 11 from being electromagnetically driven even if an operation signal based on the operation is received. .

As described above, according to the present embodiment, a simple operation of opening and closing the two arm members 82 to sandwich the pair of wheel stopper members 71 from the front and rear of the tire wheel 5 by the urging force of the frame spring 107 enables each of the wheel stoppers. Since the member 71 can be properly installed in front and behind the tire wheel 5, the original effect of the wheel chock can be sufficiently exhibited to prevent the vehicle from running away, and the safety of the work can be improved. . In addition, the pair of wheel stopper members 71 sandwich the tire wheel 5 from the front and rear by the urging force of the frame spring 107 and are in close contact with the tread surface 5t of the tire wheel 5 in a state of being pressed. A state in which the wheel stopper unit 70 as a whole is maintained in a predetermined posture (posture when the wheel stopper member 71 is inserted between the tire wheel 5 and the parking road surface G) with respect to the tire wheel 5 by the action of the working frictional force. can be fixed with As a result, even if the tire wheel 5 is lifted from the ground when the vehicle is jacked up, the wheel stopper unit 70 is also lifted from the ground while being fixed to the tire wheel 5. Therefore, the tire wheel 5 is lifted when the vehicle is jacked down. The wheel stopper members 71 can be correctly installed in front of and behind the tire wheels 5 even when they are again grounded on the ground. can.

In addition, according to the present embodiment, the two arm members 82 are crossed in an X shape, and the tire wheel 5 is sandwiched diagonally between the pair of rollers 95 and the pair of wheel stopper members 71 (in four directions). ), the wheel chock unit 70 can be more firmly fixed to the tire wheel 5, and can be prevented from being displaced or detached from the tire wheel 5 in the front-rear direction and the vertical direction. Therefore, it is possible to more reliably prevent the wheel stopper member 71 from coming off when jacking up, and to further improve the safety of the work.

Further, according to the present embodiment, by configuring the arm member 82 to be extendable in the longitudinal direction, the length of the arm member 82 can be adjusted according to the diameter of the tire wheel 5, so that tires of all sizes can be used. It becomes adaptable to the wheel 5 (there is no need to properly use the wheel stopper unit 70 according to the size of the tire wheel 5), and the installation, management, and storage of the wheel stopper unit 70 are facilitated.

Further, according to the present embodiment, the handle 94 is provided on the front side of the arm member 70, and the wheel chock unit 70 can be installed from the left and right outside of the tire wheel 5 by gripping the handle 94. The worker can work in a comfortable posture without crawling under the vehicle body 2, and the worker's limbs and clothes are less likely to get dirty, and workability and safety can be improved.

Further, according to this embodiment, the detection body 109 is provided on the outer frame 104 (the part that slides integrally with the wheel stopper member 71) of the wheel stopper unit 70, and the detection body 109 is detected by the wheel stopper detection device 110. By doing so, it can be detected that the wheel stopper unit 70 is installed at a proper position with respect to the tire wheel 5, so that the operator may forget to install the wheel stopper unit 70 by mistake, or the installation position of the wheel stopper unit 70 can be detected. It is possible to prevent human errors such as unevenness in the tire and wheel 5, and work can be started in a state where the wheel stopper unit 70 is not installed on the tire wheel 5 (for example, the expansion and contraction operation of the jacks 10f and 10r is performed. It is possible to prevent this from happening, and it is possible to further improve the safety of the work.

It should be noted that the present invention is not limited to the above-described embodiments, and can be modified as appropriate without departing from the gist of the present invention.

In the above-described embodiment, the object 109 to be detected is configured by a reflective member, and the reflective member is configured to be detected by a laser sensor (wheel stopper detectors 111 to 114), but it is not limited to this configuration. For example, the object 109 to be detected may be composed of an IC tag, and the IC tag may be detected by an IC tag reader (wheel stopper detectors 111 to 114).

In the above-described embodiment, the detection object 109 is provided on the outer end side of the upper surface of the outer frame 104, but the structure is not limited to this. The installation position of 109 can be changed as appropriate, and examples thereof include the swing center of arm member 82 (swing shaft pin 83), the upper end surface of arm head 90, the outer surface of outer frame 104, and the position of ring stopper member 71. Examples include the back surface portion 75 and the upper end surface of the square bar 108 . Moreover, it is preferable that the detection portions of the wheel stopper detectors 111 to 114 are oriented toward the detected object 109 when the wheel stopper unit 70 is correctly installed on the tire wheel 5 .

Further, in the above-described embodiment, when the vehicle is jacked up, the wheel stopper unit 70 is restrained to the tire wheel 5 in a predetermined posture (a state in which the wheel stopper member 71 is inserted between the tire wheel 5 and the parking ground G). As the lock mechanism, a slide lock mechanism that restricts the sliding of the outer frame 104 with respect to the inner frame 101, a swing lock mechanism that restricts the swing of the arm member 82, or the like may be provided. As this lock mechanism, for example, an index plunger or the like can be applied.

In the above embodiment, the vehicle (work vehicle) according to the present invention has been described by exemplifying a truck-mounted aerial work vehicle, but it is not limited to this, and other work such as a crane vehicle is possible. It may be applied to vehicles, transport vehicles such as dump trucks, and the like. Further, in the above embodiment, an electric-driven (battery-driven) aerial work vehicle has been described as an example, but the present invention is not limited to this, and the power of the engine is taken out by a PTO mechanism (power take-off mechanism). It may be a PTO-driven aerial work vehicle that drives a hydraulic pump with a hydraulic pump, or a hybrid aerial work vehicle that has both of them and selectively switches the power source.

1 aerial work vehicle 2 vehicle body 5 tire wheel 5a outer surface 5t tread surface 10 jack device 27 lower operation device 45 upper operation device 60 controller 61 operation control unit 62 vehicle body tilt determination unit 63 wheel stopper determination unit 70 wheel stopper unit (wheel stopper Device)
71 wheel stopper member 72 ground contact portion 73 wheel contact portion 80 link mechanism 81 cross link body 82 arm member 83 rocking shaft pin 84 arm body (arm body member)
90 arm head (arm head member)
95 roller (guide member)
97 arm spring (arm biasing member)
100 base frame (support member)
101 inner frame 104 outer frame 107 frame spring (wheel stopper biasing member)
110 wheel chock detection device 111 front wheel chock detector 112 front rear chock detector 113 rear front chock detector 114 rear rear chock detector 120 vehicle tilt detector G parking road surface

Claims (4)

A portable wheel chock device that regulates movement of a parked vehicle,
a cross link body formed by swingably crossing and connecting a pair of arm members in an X shape;
a wheel stopper member provided on one end side in the longitudinal direction of the arm member and inserted between a tread surface of a wheel provided on the vehicle and a parking road surface;
a supporting member that converts swinging of the pair of arm members into sliding movement of the pair of wheel stopper members and supports the pair of wheel stopper members so as to be slidable in directions toward and away from each other;
a wheel stopper biasing member that biases the pair of wheel stopper members in a direction toward each other;
The pair of wheel stopper members are slid toward each other by the urging force of the wheel stopper urging member, and are sandwiched between the wheel from opposite directions, so that the wheel stopper members and the tread surface of the wheel are sandwiched. A wheel stopper device characterized by being configured to be insertable between a parking road surface. A guide member provided on the other end side in the longitudinal direction of the arm member and capable of coming into contact with the tread surface of the wheel,
With the pair of guide members in contact with the tread surface of the wheel, the pair of wheel stopper members are sandwiched from the wheel in opposite directions, and the wheel stopper member is placed on the tread surface of the wheel. 2. The wheel stopper device according to claim 1, wherein the wheel stopper device is constructed so as to be insertable between the parking road surface and the parking road surface. The arm member includes an arm body member connected to the support member, and an arm head member connected to the guide member and provided to extend and contract with respect to the arm body member. The wheel stopper device according to claim 1 or 2. an arm biasing member that biases the arm head member in a contraction direction with respect to the arm body member;
4. The wheel stopper device according to claim 3, wherein the guide member is configured to contact the tread surface of the wheel by the biasing force of the arm biasing member.

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