JP2023082255A - Safety device for road-rail work vehicle - Google Patents

Abstract

To provide a safety device for road-rail work vehicle which can reduce accident risk on a track.SOLUTION: A safety device for road-rail work vehicle comprises: wheel load detectors 81 to 84 which detect a ground reaction force received by a steel wheel from a track in track running posture; a wheel load calculation part 63 which calculates a wheel load acting on the steel wheel on the basis of the ground reaction force detected by the wheel load detectors 81 to 84; and a wheel load determination part 65 which executes alarming operation when the wheel load calculated by the wheel load calculation part 63 deviates from a predetermined threshold.SELECTED DRAWING: Figure 2

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a safety device for a rail work vehicle capable of running on roads and tracks.

The rail work vehicle is configured based on a truck vehicle, and is equipped with tire wheels for traveling on roads and iron wheels for traveling on rails. , and a track running posture in which the iron wheels are projected onto the track so that the rail can travel on the track (see, for example, Patent Document 1).

JP-A-2005-125983

The rail work vehicle having such a configuration has a mechanism that can adjust the interval in the vehicle width direction between the left and right iron wheels to correspond to the standard gauge (gauge distance 1435 mm) and the narrow gauge (gauge distance 1067 mm). It has been known. However, most of the work using the railroad work vehicle is done at night when the train is not running on the track (work in a dark environment), and workers misunderstand the gauge distance and If the interval is not adjusted to a proper interval according to the target gauge distance, the steel wheel will not be correctly placed on the track (for example, the flange part of the steel wheel will run on the track), thereby causing the rail work vehicle could cause a derailment accident. In addition, when loading the load required for work (machinery, tools, etc.) onto the road-rail work vehicle, if the load exceeds the specified load, the overload can damage the iron wheels and cause the track to run out of order. There was a risk that a stabilizing situation could occur. Therefore, it is required to reduce the accident risk on the track and improve the safety of the road-rail work vehicle.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a safety device for a road-rail work vehicle that can reduce the risk of an accident on a track.

In order to solve the above problems, a safety device for a road-rail work vehicle according to the present invention comprises a vehicle body, a plurality of road traveling wheels rotatably provided on the vehicle body and capable of traveling on the road, and a rotatable vehicle on the vehicle body. provided with a plurality of track running wheels that can run on the track, a road running posture that enables the vehicle to run on the road with the road running wheels, and a track running wheel that enables the vehicle to run on the track. In the safety device for a road-rail work vehicle configured to be switchable between a track running posture and a track running posture, the wheel acts on the track running wheel based on the grounding reaction force that the track running wheel receives from the track in the track running posture. It is characterized by comprising a wheel load detection section for detecting a load, and a regulation section for executing an alarm operation when the wheel load detected by the wheel load detection section deviates from a predetermined threshold value. In this specification, the alarm operation means, for example, an operation to issue an alarm using an alarm buzzer, an alarm lamp, etc., an operation to restrict the traveling of the vehicle (regulating the operation of the track traveling device), and a work mounted on the vehicle body It is used in the sense of including the operation that regulates the operation of the device.

The safety device for a road-rail work vehicle configured as described above includes a vehicle posture determination unit for detecting whether or not the road-rail work vehicle is in the track running posture, and the regulation unit is configured to detect whether or not the road-rail work vehicle is in the vehicle posture determination unit. is switched to the track running posture, the wheel load of at least one of the plurality of track running wheels is less than a first threshold value in the wheel load detection unit. Preferably, alarm activation is performed when it is detected that

Further, in the safety device for a road-rail work vehicle configured as described above, the vehicle body includes a loading platform for loading a load, and the regulating section detects wheel load acting on the plurality of track traveling wheels in the wheel load detecting section. is detected to exceed a second threshold, the vehicle overload condition is preferably determined and an alarm is activated.

Further, in the safety device for a road-rail work vehicle configured as described above, the wheel load detecting unit sets the wheel load detection unit to a third threshold value in which the total sum of wheel loads acting on the plurality of track running wheels is smaller than the second threshold value. A predetermined alarm is issued when the excess is detected, and when it is detected that the sum of the wheel loads acting on the plurality of track running wheels exceeds the second threshold in the wheel load detection unit It is preferable to regulate track running by the track running wheels.

Further, in the safety device for a road-rail work vehicle configured as described above, the left track running wheel provided on the left side of the vehicle body and the right track running wheel provided on the right side of the vehicle body are used as the plurality of track running wheels. A crane device is provided on the vehicle body so as to be able to turn at least horizontally, and the regulating unit detects the left track while the road-rail work vehicle is traveling on the track in the wheel load detection unit. When it is detected that the wheel load of one of the running wheels and the right track running wheel is reduced, the crane device is turned horizontally toward the one track running wheel. It is preferable to let

According to the safety device for a road and rail work vehicle according to the present invention, the wheel load acting on the track running wheels is detected based on the ground reaction force that the track running wheels receive from the track in the track running posture of the vehicle, and the wheel load is detected. By activating an alarm when the load deviates from a predetermined threshold, it is possible to accurately manage the state of the vehicle (track-mounted state, overloaded state, unevenly-loaded state, center-of-gravity shift state, etc.) It is possible to reduce the risk of accidents during track running and loading work, and improve the safety of the track and road work vehicle.

Further, according to the safety device for a road-rail work vehicle according to the present invention, when the vehicle is switched to the track-running attitude during the track-mounting work of the road-rail work vehicle, the wheel load of each track-running wheel is detected, If the wheel load of any one of the track running wheels is less than the first threshold value, it is determined that the road-rail work vehicle is not correctly placed on the track (that a placement failure has occurred) and an alarm is activated. , it is possible to prevent derailment of the road-rail work vehicle and improve safety during track running.

Furthermore, according to the safety device for the road-rail work vehicle according to the present invention, when the sum of the wheel loads of the plurality of track-traveling wheels exceeds the second threshold during the loading operation on the platform of the road-rail work vehicle, Since the overload state is determined and the warning is activated, it is possible to prevent the situation that the track traveling wheels are damaged or the situation that the track traveling becomes unstable due to the overload.

In addition, according to the safety device for a road-rail work vehicle according to the present invention, a two-stage threshold value (second threshold value>third threshold value) for determining the loading state of the vehicle is set, and the third threshold value is exceeded. In this case, an alarm is issued to warn that the vehicle is approaching an overloaded state, and when the second threshold is exceeded, it is determined that the overloaded state has been reached, and track travel can be regulated. Therefore, it is possible to further reduce the risk of accidents due to overloading and improve the safety and reliability of the road-rail work vehicle.

Further, according to the safety device for a road-rail work vehicle according to the present invention, the wheel load of one of the left track-traveling wheel and the right track-traveling wheel decreases while the road-rail-working vehicle is traveling on the track. When it is detected that the track is moving, the crane device is turned horizontally toward one of the track wheels to prevent the track wheels from lifting off the track (reduced driving force and braking force). , stable track running can be realized at all times.

1 is a side view of a road-rail work vehicle equipped with a safety device of the present embodiment; FIG. It is a functional block diagram of the said safety device. It is a flow chart of the loading determination processing by the safety device. It is a flowchart of the overload determination process by the said safety device. FIG. 4 is a schematic diagram for explaining correction control of the center-of-gravity position of the road-rail work vehicle;

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

The rail work vehicle 1 has a driving cabin 2a in the front part of the vehicle body 2, and is configured based on a truck vehicle that can travel by a pair of left and right tire wheels 3 (wheels for road running) arranged in front and rear of the vehicle body 2. It is In the vehicle body 2, a loading area behind the operating cabin 2a is provided with a loading platform 5 for loading equipment and the like used for work such as maintenance and inspection.

A pair of left and right steel wheel support members (steel wheel support brackets) 11 are arranged on the front and rear sides of the vehicle body 2 so as to be vertically swingable. A pair of left and right front iron wheels (track running wheels) 12f are rotatably attached to the tip of the front iron wheel support member 11. As shown in FIG. A pair of left and right rear iron wheels (track running wheels) 12r are rotatably attached to the tip of the rear iron wheel support member 11. As shown in FIG. In the following description, the front steel wheel 12f and the rear steel wheel 12r are also simply referred to as "the steel wheel 12" when there is no particular need to distinguish them. In addition, in this specification, placing the rail work vehicle 1 or the iron wheel 12 on the track is referred to as "tracking".

The steel wheel support member 11 swings upward by extension and contraction drive of a steel wheel swing cylinder 13 (see FIG. 2) to swing upward to a storage position (steel wheel storage position) where the steel wheel 12 is stored in the vehicle body 2, and swings downward. , the iron wheel 12 is swung to and from an overhanging position (iron wheel overhanging position) where the iron wheel 12 is overhanging the track (rail). The left and right front iron wheels 12f are each connected to the output shaft of an iron wheel drive motor 14 (see FIG. 2), and the output (driving force) of the iron wheel drive motor 14 is transmitted via a speed reducer (not shown). It is rotationally driven by In the following description, the iron wheel support member 11, the iron wheel 12, the iron wheel rocking cylinder 13, the iron wheel traveling motor 14, and the like are also collectively referred to as the "track traveling device 10".

A driver's seat operating device 20 is mounted in the driver's cabin 2a. The operating device 20 in the driver's seat is provided with a track running switch 21 (see FIG. 2) and a running restriction release switch 22 (see FIG. 2).

This track running switch 21 is for driving the iron wheel running motor 14 by stepping on an accelerator pedal (not shown) provided in the driving cabin 2a when performing track running. The amount of depression of the accelerator pedal is detected by an accelerator opening sensor 23 (see FIG. 2). The track running switch 21 is composed of a toggle switch that can be tilted to either the forward or backward position with respect to the neutral position. tilted position) or a travel-impossible position (neutral position). When the track running switch 21 is selected to the forward running position, the iron wheel running motor 14 rotates in the forward direction at an accelerator opening corresponding to the depression amount of the accelerator pedal, and the track running switch 21 is selected to the reverse running possible position. Then, the iron wheel traveling motor 14 is rotationally driven in the reverse direction at an accelerator opening corresponding to the depression amount of the accelerator pedal. On the other hand, when the track running switch 21 is selected to the non-running position, the iron wheel running motor 14 is not driven even if the accelerator pedal is depressed.

The travel restriction release switch 22 is used when the track travel is restricted even though the road-rail work vehicle 1 is in a normal state due to a failure of safety devices (wheel load detectors 81 to 84), etc., which will be described later. It is a momentary type switch for releasing and enabling track running.

A turntable 15 is provided at the center of the lower portion of the vehicle body 2 for transferring the road-rail work vehicle 1 onto the track (for extending the iron wheels 12 downward and retracting them upward). The turntable 15 moves upward to be stored in the vehicle body 2 (turntable storage position) and downward to be grounded on the ground by the expansion and contraction of the turntable cylinder 16 (see FIG. 2). and the overhang position (turntable overhang position). Further, the turntable 15 is configured such that the vehicle body 2 can be turned horizontally with respect to the turntable 15 manually by an operator (human power of the operator). It should be noted that the vehicle body 2 may be horizontally turned with respect to the turntable 15 by a vehicle body turning motor (hydraulic motor) instead of manually by the operator (human power of the operator).

In the vicinity of the loading platform 5, an iron wheel roll operating device 40 (see FIG. 2) is arranged. It is configured to perform various operating operations such as (extending and retracting the iron wheel swing cylinder 13) and raising and lowering the turntable 15 (extending and retracting the turntable cylinder 16).

Jacks 17 for lifting and supporting the rail work vehicle 1 are arranged at four locations on the front, rear, left, and right of the vehicle body 2. - 特許庁Each jack 17 is extended downward by driving a jack cylinder 18 (see FIG. 2) provided therein to lift and support the vehicle body 2, thereby stabilizing the entire vehicle body 2.例文帳に追加A jack operating device 41 is provided on the vehicle body 2, and each jack 17 is extended and retracted (the jack cylinder 18 is extended and retracted) in accordance with the operation of the jack operating device 41. is configured as

A crane device (boom device) 30 is mounted on the vehicle body 2 between the operating cab 2 a and the loading platform 5 . The crane device 30 includes a revolving post 31 that is rotatably provided on the vehicle body 2, a boom 32 that is pivotally connected to the upper end of the revolving post 31 so as to be vertically swingable (free to raise and lower), and a shaft of the boom 32. and a hook 33 provided at the tip of the direction. The swivel post 31 is driven by a swivel motor 35 (see FIG. 2) provided on the vehicle body 2 so as to be able to swivel horizontally about the vertical axis.

The boom 32 has a configuration in which a base end boom 32a, an intermediate boom 32b, and a tip boom 32c are telescopically combined in order from the swing post 31 side. , the boom 32 can be telescopically moved in the axial direction (longitudinal direction). A hoisting cylinder 37 is straddled between the base end boom 32a and the swing post 31, and the entire boom 32 is hoisted and lowered within the upper and lower planes (vertical plane) by extending and contracting the hoisting cylinder 37. can be done. The hook 33 is attached to the tip of a wire drawn out from a winch provided on the turning post 31 . A sheave (pulley) for winding a wire is attached to the tip of the tip boom 32c.

A crane operation device 42 is provided near the swing post 31, and the swing post 31 and the boom 32 swing (rotational drive of the swing motor 35) in response to the operation of the crane operation device 42. , expansion/contraction operation of the boom 32 (expansion/contraction drive of the telescopic cylinder 36), and hoisting operation of the boom 32 (expansion/contraction drive of the hoisting cylinder 37).

As shown in FIG. 2, operating mechanisms such as the track traveling device 10, the turntable 15, the jack 17, and the crane device 30 provided on the vehicle body 2 receive operation signals from the operation devices 20, 40, 41, and 42. controller for controlling the iron wheel rocking cylinder 13, the iron wheel traveling motor 14, the turntable cylinder 16, the jack cylinder 18, the turning motor 35, the telescopic cylinder 36, and the hoisting cylinder 37 (hereinafter collectively referred to as "hydraulic actuator"). 60 and a hydraulic unit 50 that supplies hydraulic fluid for driving the hydraulic actuator.

An operation signal output by operating each operation device 20 , 40 , 41 , 42 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 52).

The hydraulic unit 50 includes a hydraulic pump 51 that discharges hydraulic fluid, and a control valve 52 that controls the direction and amount of hydraulic fluid supplied from the hydraulic pump 51 to each hydraulic actuator. The hydraulic pump 51 is driven by power extracted from the vehicle engine via a PTO mechanism (not shown). The control valve 52 includes an electromagnetic proportional control valve V1 corresponding to the iron wheel swinging cylinder 13, an electromagnetic proportional control valve V2 corresponding to the iron wheel traveling motor 14, an electromagnetic proportional control valve V3 corresponding to the turntable cylinder 16, and a jack cylinder 18. an electromagnetic proportional control valve V4 corresponding to the turning motor 35; an electromagnetic proportional control valve V6 corresponding to the telescopic cylinder 36; The control valve 52 electromagnetically drives the spools of the electromagnetic proportional control valves V1 to V7 based on a command signal from the operation control section 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 operation direction and operation speed of each hydraulic actuator (controls the operation direction and operation speed of the track traveling device 10, the turntable 15, the jack 17 and the crane device 30).

The road work vehicle 1 configured in this manner has a road running posture in which a pair of left and right front iron wheels 12f and a rear iron wheel 12r are stored in the lower part of the vehicle body 2 and can run on the road with the tires and wheels 3. A pair of front iron wheels 12f and rear iron wheels 12r are configured to project downward from the vehicle body 2 and can be switched to a track running posture in which the iron wheels 12f and 12r can run on a track (rail). The turntable 15 is used when switching the vehicle posture, that is, when switching from the road running posture to the track running posture or vice versa.

When the vehicle posture is switched from the road running posture to the track running posture, first, the rail and road work vehicle 1 is made to travel on the road, moved to a railroad crossing near the work site, and stopped while straddling the track (rail). Subsequently, the iron wheel turntable operating device 40 is operated to operate the turntable cylinder 16 to project the turntable 15 downward, and the vehicle body 2 is lifted and supported by the turntable 15. - 特許庁Subsequently, the vehicle body 2 is horizontally turned about 90 degrees with respect to the turntable 15 manually by the operator (human power of the operator) so that the longitudinal direction of the vehicle body 2 coincides with the extending direction of the track (rail).

Subsequently, by driving the iron wheel swinging cylinder 13, the front iron wheel 12f and the rear iron wheel 12r are extended downward by the iron wheel turntable operating device 40, and the turntable cylinder 16 is driven to store the turntable 15 upward. Four steel wheels 12 (front steel wheel 12f and rear steel wheel 12r) are grounded on the track. As a result, the road work vehicle 1 is transferred from the road to the track, that is, placed on the track (track running attitude). In the present embodiment, when the road-rail work vehicle 1 is mounted on the track, the track-mounting determination process determines whether or not the road-rail work vehicle 1 has been properly mounted based on the wheel load acting on each steel wheel 12. (described later in detail) is performed.

Further, after the road-rail work vehicle 1 is mounted on the track in this way, the work of loading equipment, tools, etc. necessary for work (for example, maintenance and inspection work) onto the loading platform 5 of the road-rail work vehicle 1 is performed. In the present embodiment, when equipment, tools, etc. are loaded onto the road-rail work vehicle 1, based on the wheel load acting on each iron wheel 12, overload determination processing is performed to determine whether or not the road-rail work vehicle 1 is overloaded. (described later in detail) is performed. When the loading of equipment, tools, etc., into the rail work vehicle 1 is completed, the worker performs a track travel operation from within the driving cabin 2a (selecting the travelable position with the track travel switch 21 and depressing the accelerator pedal). ), the left and right front iron wheels 12f are driven to rotate the four iron wheels 12 in the same direction to run on the track.

Next, the safety device provided in the road-rail work vehicle 1 of this embodiment will be described. The safety device of this embodiment is mainly composed of an iron wheel extension detector 71 , a turntable storage detector 72 , a wheel load detector 80 , an alarm device 85 and a controller 60 .

The iron wheel extension detector 71 detects whether or not each iron wheel 12 is in the extension position (the iron wheel extension position). The iron wheel extension detector 71 is turned on when it detects that each iron wheel 12 is in the extended position, and outputs an on signal to the controller 60 . On the other hand, when the iron wheel extension detector 71 does not detect that each iron wheel 12 is in the extended position, it is turned off and outputs an off signal to the controller 60 . The iron wheel extension detector 71 may detect whether each iron wheel 12 is in the extended position or in the retracted position.

The turntable storage detector 72 detects whether or not the turntable 15 is at the storage position (turntable storage position). When the turntable storage detector 72 detects that the turntable 15 is in the storage position, the turntable storage detector 72 is turned on and outputs an on signal to the controller 60 . On the other hand, when the turntable storage detector 72 does not detect that the turntable 15 is in the storage position, it is turned off and outputs an off signal to the controller 60 . The turntable storage detector 72 may detect whether the turntable 15 is at the retracted position or at the extended position.

The wheel load detection device 80 includes a left front wheel load detector 81 that detects the wheel load (ground reaction force) acting on the left front iron wheel 12f, and a wheel load (ground reaction force) acting on the right front iron wheel 12f. A right front wheel load detector 82 that detects the wheel load (ground reaction force) acting on the left rear iron wheel 12r, a left rear wheel load detector 83 that detects the wheel load (ground reaction force) acting on the left rear iron wheel 12r, and a wheel load (ground reaction force) acting on the right rear iron wheel 12r ) and a right rear wheel load detector 84 for detecting the load. The wheel load is a force acting in the vertical direction in a plane orthogonal to the track direction (rail direction), among the forces acting between the iron wheel 12 and the track. That is, when the iron wheels 12 of the road-rail work vehicle 1 are mounted (grounded) on the track, the self-weight of the road-rail work vehicle 1 acts on the track from the iron wheels 12 in the vertical direction, while the grounding reaction force is applied to the track. , acts on the iron wheel 12 in the vertical direction. A vertical contact reaction force (contact load) acting on the iron wheel 12 from the track becomes the wheel load. Each of the wheel load detectors 81 to 84 detects the ground reaction force that each iron wheel 12 receives from the track as the wheel load acting on each iron wheel 12 from the vehicle body 2 . Each of the wheel load detectors 81 to 84 is composed of, for example, a pin-type load cell or the like attached to a swing shaft connecting an iron wheel support (not shown), which is a member on the vehicle body 2 side, and the iron wheel support member 11 . Each of the wheel load detectors 81 to 84 detects the wheel load (ground reaction force) acting on the steel wheel 12 and outputs a voltage signal (detection signal) corresponding to the detected wheel load to the controller 60 . For example, each of the wheel load detectors 81 to 84 outputs a voltage signal (detection signal) with a higher level as the detected wheel load is larger, and outputs a voltage signal (detection signal) with a lower level as the detected wheel load is smaller. do. The wheel load detectors 81 to 84 may be detection means other than load cells, such as pressure detectors or strain gauges that indirectly detect the wheel load acting on the iron wheel 12 good.

The alarm device 85 includes an alarm lamp, an alarm buzzer, a signal lamp, a display monitor, an audio speaker, etc., and issues an alarm in response to a command signal from the controller 60 to alert the operator. Note that the warning device 85 includes any means capable of alerting the operator through sight, hearing, or the like.

The controller 60 has an operation control section 61 , a vehicle attitude determination section 62 , a wheel load calculation section 63 , a weight calculation section 64 and a wheel load determination section 65 .

As described above, the operation control unit 61 electromagnetically drives the control valves 52 based on the operation signals from the operation devices 20, 40, 41, and 42 to operate the hydraulic actuators. , the turntable 15, the jack 17, the crane device 30, and the like.

The vehicle posture determination unit 62 determines the posture (road running posture, track running posture) of the road-rail work vehicle 1 based on the detection information from the rail extension detector 71 and the detection information from the turntable storage detector 72. . Here, the vehicle attitude determination unit 62 detects that the iron wheel 12 is at the retracted position by the iron wheel extension detector 71, and detects that the turntable 15 is at the retracted position by the turntable storage detector 72. If so, it is determined that the road-rail work vehicle 1 is in the road traveling posture. Further, in the vehicle attitude determination unit 62, the iron wheel extension detector 71 detects that the iron wheel 12 is in the extended position, and the turntable storage detector 72 detects that the turntable 15 is in the retracted position. In this case, it is determined that the road-rail work vehicle 1 is in the track running attitude.

The wheel load calculator 63 calculates the wheel load (wheel load value) acting on each iron wheel 12 based on the detection information (detection signal) from each wheel load detector 81-84. That is, the wheel load calculation unit 63 calculates the wheel load (wheel load value) of the left front iron wheel 12f based on the detection information from the left front wheel load detector 81, and the detection information from the right front wheel load detector 82. Based on this, the wheel load (wheel load value) of the right front iron wheel 12f is calculated, and the wheel load (wheel load value) of the left rear iron wheel 12r is calculated based on the detection information from the left rear wheel load detector 83, Based on the information detected by the right rear wheel load detector 84, the wheel load (wheel load value) of the right rear iron wheel 12f is calculated.

The weight calculator 64 adds up the wheel loads of the steel wheels 12 calculated by the wheel load calculator 63, and calculates the sum of the wheel loads as the actual weight of the road-rail work vehicle 1 (actual weight of the vehicle). That is, the weight calculation unit 64 utilizes the equivalence relationship between the sum total of the wheel load applied to each iron wheel 12 and the actual weight of the vehicle to calculate the wheel load of each iron wheel 12 calculated by the wheel load calculation unit 63. is calculated as the actual weight of the vehicle.

The wheel load determination unit 65 determines whether or not the vehicle is properly mounted on the track based on the wheel load when the vehicle is mounted on the track, which is calculated by the wheel load calculation unit 63 . Further, the wheel load determination unit 65 determines whether or not the vehicle is overloaded based on the wheel load calculated by the wheel load calculation unit 63 when the load is loaded. Then, the wheel load determination unit 65 executes a predetermined alarm operation (an operation to restrict track running or an alarm notification operation by the alarm device 85) according to the determination result.

The safety device having such a configuration executes a loading determination process for determining whether or not the road-rail work vehicle 1 has a defective track placement, and an overload determination process for determining whether or not the road-rail work vehicle 1 is overloaded. In the following, "gross vehicle weight" is the gross vehicle weight stipulated in the safety standards for road transportation vehicles. total weight. "Vehicle weight" is the weight of the vehicle when it is not loaded with cargo (empty state).

<Loading determination process>
Next, the procedure of the loading determination process executed in the safety device of this embodiment will be described. FIG. 3 is a flow chart of the on-track determination process of the present embodiment.

First, the track-mounting work is performed to place the road-rail work vehicle 1 on the track. In this mounting work, as described above, the turntable 15 is extended downward to be grounded on the ground. The positions of the front, rear, left, and right iron wheels 12 and the two tracks (rails) are aligned. When the mounting position of the iron wheel 12 is determined, the turntable 15 is gradually retracted, and the downwardly projecting iron wheel 12 is gradually mounted on the track, and the posture of the vehicle is set to the track running posture.

In this mounting work, the vehicle posture determination unit 62 determines whether or not the vehicle posture has been switched to the track running posture (step S101). That is, the vehicle attitude determination unit 62 determines whether the signal output from the turntable storage detector 72 has been switched from the OFF signal to the ON signal while the signal output from the railroad wheel extension detector 71 is an ON signal. determine whether or not

Subsequently, when the vehicle posture determination unit 62 determines that the posture of the vehicle has been switched to the track running posture (step S101: YES), the wheel load calculation unit 63 receives the signals from the wheel load detectors 81-84. Based on the detected information, the wheel load acting on each steel wheel 12 is calculated (step S102).

Subsequently, the wheel load determination unit 65 compares the wheel load of each iron wheel 12 calculated by the wheel load calculation unit 63 with a predetermined specified value (specified load value), and determines the wheel load of all the iron wheels 12. It is determined whether or not the load is equal to or greater than a specified value (step S103). This specified value is a threshold for determining whether or not each steel wheel 12 is normally mounted on the track. As an example, when the road-rail work vehicle 1 in an empty state is properly placed on a track with no longitudinal inclination and a cant of 50 mm or less, the wheel load acting on the front iron wheel 12f is 3250 kgf, and the wheel load acting on the rear iron wheel 12r is 3250 kgf. When the load is 2100 kgf, 1800 kgf is set as the specified value (specified load value).

When the wheel load determining unit 65 determines that the wheel loads of all the iron wheels 12 are equal to or greater than the specified value (step S103: YES), the wheel load determination unit 65 determines that the road-rail work vehicle 1 is normally mounted on the track (step S104). ). Then, the wheel load determination unit 65 permits track travel of the road-rail work vehicle 1 (drive of the iron wheel travel motor 14) (step S105). After that, the controller 60 terminates the on-track determination process.

On the other hand, when the wheel load determination unit 65 determines that the wheel load of any one of the four iron wheels 12 is less than the specified value (step S103: NO), the road-rail work vehicle 1 is on the track. It is determined that the wiring is not normally carried out (step S106). Then, the wheel load determining unit 65 restricts the track traveling of the road-rail work vehicle 1 (driving of the iron wheel traveling motor 14) (step S107). It should be noted that when the process proceeds to step S107, the process returns to the first process, and the processes up to this point are repeated (the process is redone).

<Overload determination processing>
Next, the procedure of overload determination processing executed in the safety device of this embodiment will be described. FIG. 4 is a flowchart of overload determination processing according to the present embodiment. Note that this overload determination process is performed after the above-described track-mounting determination process is normally completed (after the road-rail work vehicle 1 is correctly mounted on the track).

First, a loading operation is performed to load equipment, tools, and the like required for the work onto the platform of the road-rail work vehicle 1 . This loading operation is performed before the track running vehicle 1 starts running on the track while the vehicle 1 is correctly mounted on the track. When it is detected that the road-rail work vehicle 1 is in a stopped state (stopped state) on the track continuously for a certain period of time or more, it is determined that the loading work is being performed, and this overload determination is performed. It may be configured to execute processing. When the rail work vehicle 1 is in a stopped state on the track, (1) the vehicle is in a track running posture, (2) the turntable is in a stowed state, (3) the iron wheels are in an extended state, ( 4) Detected when all iron wheel traveling motors 14 are detected to be in a stopped state.

In this loading operation, the wheel load calculator 63 calculates the wheel load acting on each iron wheel 12 based on the detection information from each wheel load detector 81 to 84 (step S201). Subsequently, the weight calculator 64 adds up the wheel loads of all the iron wheels 12 calculated by the wheel load calculator 63, and calculates the sum of the four wheel loads 12 as the actual weight of the vehicle (step S202). .

Subsequently, the wheel load determination unit 65 compares the actual weight of the vehicle calculated by the weight calculation unit 64 with a predetermined first determination value, and determines if the actual weight of the vehicle exceeds the first determination value. (step S203). This first determination value is a value (threshold value) that is smaller than the gross vehicle weight of the road-rail work vehicle 1 by a predetermined weight (for example, 250 kgf).

When the wheel load determination unit 65 determines that the actual weight of the vehicle does not exceed the first determination value (step S203: NO), it determines that the vehicle is in a normal loading state (S204). Then, the wheel load determining unit 65 permits track travel of the road-rail work vehicle 1 (driving of the iron wheel travel motor 14) (step S205). After that, the controller 60 terminates the overload determination process.

On the other hand, when it is determined that the actual weight of the vehicle exceeds the first determination value (step S203: YES), the wheel load determination unit 65 compares the actual weight of the vehicle with a predetermined second determination value. Then, it is determined whether or not the actual weight of the vehicle exceeds the second determination value (step S206). This second determination value is a value (threshold value) corresponding to the gross vehicle weight of the road-rail work vehicle 1 .

When it is determined that the actual weight of the vehicle does not exceed the second determination value (step S206: NO), the wheel load determination unit 65 determines that the vehicle is in the normal loading state (caution state) (step S207). ). Subsequently, the wheel load determination unit 65 activates the alarm device 85 to call attention to the fact that the vehicle is almost overloaded (step S208). Then, the wheel load determining unit 65 permits track travel of the road-rail work vehicle 1 (driving of the iron wheel travel motor 14) (step S205). After that, the controller 60 terminates the overload determination process.

On the other hand, when the wheel load determination unit 65 determines that the actual weight of the vehicle exceeds the second determination value (step S206: YES), it determines that the vehicle is overloaded (step S209). Then, the wheel load determining unit 65 activates the alarm device 85 (step S210), and restricts the track traveling of the road-rail work vehicle 1 (driving of the iron wheel traveling motor 14) (step S211). It should be noted that when the process proceeds to step S211, the process returns to the first process, and the processes up to this point are repeated (the process is redone).

As described above, according to the safety device of the present embodiment, the wheel load acting on each iron wheel 12 is detected based on the contact reaction force that each iron wheel 12 receives from the track in the track running posture of the vehicle, and the wheel load exceeds the predetermined threshold value. By activating an alarm when there is a deviation from the above, it is possible to accurately manage the state of the vehicle (track-mounted state, overloaded state, unevenly-loaded state, center-of-gravity shift state, etc.) , it is possible to reduce the accident risk during track running and improve the safety of the road-rail work vehicle 1 .

Further, according to the safety device of the present embodiment, during the track-mounting work of the road-rail work vehicle 1, the wheel load of each iron wheel 12 is detected when the vehicle is switched to the track running posture, and any one of the iron wheels 1 is detected.
2 is less than a specified value, it is determined that the road-rail work vehicle 1 is not correctly mounted on the track (that a mounting failure has occurred), and an alarm is activated. It is possible to prevent derailment of the work vehicle 1 and improve safety during track running.

Furthermore, according to the safety device of the present embodiment, when the sum of the wheel loads of the plurality of iron wheels 12 exceeds the second judgment value during the loading operation on the loading platform 5 of the road-rail work vehicle 1, the overloaded state of the vehicle is determined and an alarm is activated, it is possible to prevent a situation in which the iron wheel 12 is damaged or a situation in which the track becomes unstable due to the overloading.

Further, according to the safety device of the present embodiment, two-step thresholds (first judgment value < second judgment value) for judging the loading state of the vehicle are set, and when the first judgment value is exceeded, issues an alarm to warn that the vehicle is approaching an overloaded state, and if the second judgment value is exceeded, it can be judged that the overloaded state has been reached and track travel can be regulated. , it is possible to further reduce the accident risk due to this overloading and improve the safety and reliability of the road-rail work vehicle 1 .

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 embodiment, the wheel load acting on each iron wheel 12 during track running may be detected, and the position of the center of gravity of the road-rail work vehicle 1 may be controlled based on the wheel load. For example, as shown in FIG. 5, when the road-rail work vehicle 1 traveling on a track enters a cant (inclination), the wheel load of one of the left and right steel wheels 12 (mountain side steel wheel 12) has decreased. When this is detected, it is determined that the center of gravity position of the vehicle in the left-right direction has moved toward the other iron wheel 12 (the valley-side iron wheel 12), and the crane device 30 is moved to the retracted position (center position in the left-right direction). By turning from the state to one iron wheel 12 (mountain side iron wheel 12) side, the center of gravity position of the vehicle may be corrected toward one iron wheel 12 (mountain side iron wheel 12) side. According to such a configuration, it is possible to prevent the iron wheels 12 from lifting up from the track (reduction in driving force and braking force), and always realize stable track running. In this configuration, when the total value of the wheel loads of the mountain-side front iron wheel 12f and the rear iron wheel 12r decreases by a predetermined value or more, the position of the center of gravity of the vehicle may be corrected. The center-of-gravity position of the vehicle may be corrected when the wheel load on at least one of the iron wheels 12 of 12r has decreased by a predetermined value or more. Further, the turning angle of the crane device 30 (swing post 31 and boom 32) may be determined according to the amount of reduction in the wheel load of the iron wheel 12 on the mountain side (for example, the greater the amount of reduction in the wheel load, the more the crane device 30 is turned). (The turning angle may be increased.)

Further, in the above embodiment, the vehicle overload is determined based on the wheel load of each iron wheel 12, but the vehicle unbalanced load may be determined based on the wheel load of each iron wheel 12. For example, how much the wheel load of each of the front, rear, left, and right steel wheels 12 differs from a predetermined median value (for example, the median value is the wheel load when a predetermined load is loaded at the center position of the loading platform 5). By detecting , it is possible to determine in which direction, front, back, left, or right, the load is unevenly loaded on the loading platform 5 . By performing the determination of the uneven loading before the track-retracting work of the road-rail work vehicle 1, the uneven loading of the cargo can be confirmed in advance and the loading position can be corrected (adjusted). It is possible to prevent the rolling balance (vehicle balance at the time of rolling) from collapsing during work.

In the above embodiment, of the front and rear iron wheels 12f and 12r, the front iron wheel 12f is configured as the drive wheel, but the configuration is not limited to this. Even if the rear iron wheel 12r is configured as the drive wheel, the front iron wheel Both 12f and rear iron wheel 12r may be configured as drive wheels. Further, in the above embodiment, the front iron wheel 12f is rotationally driven by a hydraulic motor, but the front iron wheel 12f may be rotationally driven by an electric motor.

In the above-described embodiment, a PTO-driven land-rail work vehicle in which the power of the engine is taken out by a PTO mechanism (power take-off mechanism) to drive a hydraulic pump has been exemplified and explained as the road-rail work vehicle according to the present invention. For example, it may be an electric-driven (battery-driven) road-rail work vehicle, or a hybrid-type road-rail work vehicle equipped with both and selectively switching the power source. Moreover, as this road-rail work vehicle, a configuration in which a workbench for a worker to ride on is provided at the tip of the boom 32 may be applied.

1 Rail work vehicle 2 Body 3 Tire wheel (road wheel)
5 Loading platform 11 Iron wheel support member 12 Iron wheel (track running wheel)
15 turntable 30 crane device 60 controller 61 operation control unit 62 vehicle attitude determination unit 63 wheel load calculation unit (wheel load detection unit)
64 weight calculation unit 65 wheel load determination unit (restriction unit)
71 iron wheel overhang detector 72 turntable storage detector 80 wheel load detector (wheel load detector)
81 left front wheel load detector (wheel load detector)
82 right front wheel load detector (wheel load detector)
83 left rear wheel load detector (wheel load detector)
84 right rear wheel load detector (wheel load detector)
85 alarm device

Claims (5)

a vehicle body;
a plurality of road running wheels rotatably provided on the vehicle body and capable of running on a road;
A plurality of track running wheels that are rotatably provided on the vehicle body and are capable of running on a track,
A safety device for a rail and road work vehicle configured to be switchable between a road running posture in which the road running wheels enable the vehicle to run on the road and a track running posture in which the track running wheels enable the vehicle to run on the track. ,
a wheel load detection unit that detects a wheel load acting on the track running wheel based on a grounding reaction force that the track running wheel receives from the track in the track running attitude;
A safety device for a road-rail work vehicle, comprising: a regulating unit that activates an alarm when the wheel load detected by the wheel load detecting unit deviates from a predetermined threshold value. A vehicle posture determination unit that detects whether the track and land work vehicle is in the track running posture,
When the vehicle posture determination unit detects that the track/road work vehicle has been switched to the track running posture, the wheel load detection unit adjusts at least one of the plurality of track running wheels. 2. The safety device for a road-rail work vehicle according to claim 1, wherein an alarm is activated when it is detected that the wheel load of one of the track-traveling wheels is less than a first threshold value. The vehicle body includes a loading platform for loading cargo,
The regulation unit determines an overloaded state of the vehicle and activates an alarm when the wheel load detection unit detects that the sum of the wheel loads acting on the plurality of track running wheels exceeds a second threshold value. 3. The safety device for a road-rail work vehicle according to claim 1 or 2, characterized by: The regulation unit issues a predetermined alarm when the wheel load detection unit detects that the sum of the wheel loads acting on the plurality of track running wheels exceeds a third threshold that is smaller than the second threshold. and restricting the track running by the track running wheels when the wheel load detection unit detects that the sum of the wheel loads acting on the plurality of track running wheels exceeds the second threshold value. The safety device for a road-rail work vehicle according to claim 3. As the plurality of track running wheels, a left track running wheel provided on the left side of the vehicle body and a right track running wheel provided on the right side of the vehicle body,
A crane device is provided on the vehicle body so as to be able to rotate at least horizontally,
In the wheel load detection unit, the wheel load of one of the left track running wheel and the right track running wheel is reduced during track running of the road and rail work vehicle. 5. The safety device for a road-rail work vehicle according to claim 2, wherein, when such a state is detected, the crane device is horizontally swung toward the one of the track-traveling wheels.

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