JP2023160029A - Wheel stopper arranging/displaying device - Google Patents

Abstract

To provide a wheel stopper arranging/displaying device that can display arrangement of a wheel stopper device properly in accordance with an inclination of a road surface on which a work vehicle is parked.SOLUTION: A wheel stopper arranging/displaying device is provided with: an inclination angle sensor 101 that senses an inclination angle in a longitudinal direction of a vehicle; a controller 60 that determines whether an inclination direction is an inclination direction in which the vehicle is in a forward descending attitude or an inclination direction in which the vehicle is in a forward ascending attitude, on the basis of an inclination angle sensed by the inclination angle sensor 101; and a display device 104 that stores proper-arrangement information showing whether wheel stopper devices should be arranged in either of front sides and rear sides of wheels, and displays arrangement of the wheel stopper devices shown by the proper-arrangement information according to the inclination direction of the vehicle determined by the controller 60.SELECTED DRAWING: Figure 2

Description

The present invention relates to a wheel chock placement instructing device for instructing the placement of a wheel chock device for preventing a vehicle such as a work vehicle from running away.

In vehicles such as work vehicles, when the vehicle is parked for work, in addition to braking the wheels with the parking brake, a wedge-shaped wheel chock device is placed between the wheels and the road surface. Efforts are being made to prevent runaways. For example, in Patent Document 1, a wheel stop detection unit (for example, ultrasonic A work vehicle equipped with a sensor, a laser sensor, etc.) is disclosed. In this work vehicle, if the wheel chock detection unit does not detect a wheel chock placed on the wheel, the jack-up lamp that lights up when the jacking device touches the ground flashes to indicate that no wheel chock is placed on the wheel. The workers are informed of this.

Japanese Patent Application Publication No. 2016-141567

In general, wheel chocks are placed on both the front and rear of the rear wheels when the work vehicle is parked on a flat road for work, and when the work vehicle is parked on a slope for work. It is recognized that placing wheel chocks on the wheels on the downhill side is an appropriate arrangement. However, it may be difficult to determine whether or not the road is a slope depending on the size of the inclination angle of the road surface and the surrounding scenery. If wheel chocks are placed on the rear wheels of the vehicle on a flat road (that is, placed on the front and rear sides of the rear wheels), there is a risk that the wheel chocks will not be properly placed on a slope.

The present invention was made in view of these problems, and even in an environment where it is difficult to distinguish between a flat road and a slope, it is possible to determine the appropriate road surface according to the slope of the road surface on which the work vehicle is parked. It is an object of the present invention to provide a wheel chock arrangement indicating device capable of displaying the arrangement of a wheel chock device.

In order to solve the above problems, a wheel chock placement instructing device according to the present invention is a wheel chock placement instructing device that instructs the placement of a wheel chock device with respect to a wheel of a vehicle, and detects an inclination angle in the longitudinal direction of the vehicle. a tilt angle detection device (for example, the tilt angle detector 101 in the embodiment), and a tilt angle that determines whether the vehicle is tilted forward or downward based on the tilt angle detected by the tilt angle detection device. A tilt direction determination device (for example, the controller 60 in the embodiment) that determines the direction, and a storage device (for example, controller 60) in the embodiment, reads appropriate placement information according to the inclination direction of the vehicle determined by the inclination direction determination device from the storage device, and determines the placement of the wheel chock device indicated by the read appropriate placement information. It is characterized by comprising a layout display device (for example, the controller 60 and the display device 104 in the embodiment) for displaying the display.

In the wheel chock placement instruction device having the above configuration, the proper placement information includes first proper placement information indicating that the wheel chock device should be placed on the front side of the wheel, and first proper placement information indicating that the wheel chock device should be placed on the rear side of the wheel. and second proper placement information indicating that the vehicle should be placed in the vehicle, and the placement display device is configured to display information indicating that the tilt angle of the vehicle detected by the tilt angle detection device is equal to or greater than a predetermined angle, and If the inclination direction determined by the device is forward-sloping, the device refers to the first appropriate placement information stored in the storage device to determine whether the wheel chock device is to be placed in front of the wheel. 1 is displayed, and if the inclination angle of the vehicle detected by the inclination angle detection device is a predetermined angle or more, and the inclination direction determined by the inclination direction determination device is forward upward, It is preferable to display a second display mode indicating that the wheel chock device is arranged behind the wheel by referring to the second proper arrangement information stored in a storage device. .

Further, in the wheel chock placement instructing device having the above configuration, the proper placement information includes third proper placement information indicating that the wheel chock device should be placed on both the front side and the rear side of the wheel; The display device detects from the inclination angle detection device that if the inclination angle of the vehicle is less than a predetermined angle, and if the proper placement information read from the storage device is third proper placement information, the display device displays the wheel chock device. It is preferable that the vehicle be configured to display a third display mode indicating that the vehicle is disposed on both the front side and the rear side of the wheel.

Further, in the wheel chock arrangement instructing device having the above configuration, a detecting device for detecting the wheel chock devices arranged on the front and rear sides of front wheels and rear wheels of the vehicle, and a detecting device for detecting the wheel chock devices disposed on the front and rear sides of front wheels and rear wheels of the vehicle, and a It is preferable that the vehicle is configured to include an alarm device that activates an alarm when the wheel chock device is not detected in an arrangement corresponding to the displayed display mode.

According to the wheel stop arrangement instruction device according to the present invention, the inclination angle detection device detects the inclination angle in the longitudinal direction of the vehicle, and the inclination angle detected by the inclination angle detection device determines whether the vehicle is tilted forward. a slope direction determination device that determines the slope direction to determine whether the wheel is tilted upward; a storage device that stores appropriate placement information indicating whether the wheel chock device should be placed on the front side or the rear side of the wheel; and a slope direction determination device. The present invention includes a placement display device that reads appropriate placement information according to the vehicle inclination direction determined by the device from a storage device, and displays the placement of the wheel chock device indicated by the read proper placement information. With this configuration, the location display device displays whether the wheels should be placed in front or behind the vehicle depending on the direction of inclination of the vehicle, so workers can easily see that the road surface is flat just by looking at it. Even on a gently sloped surface where it is difficult to tell whether the vehicle is tilted or tilted, by arranging the wheel chock device according to the displayed arrangement, it is possible to reliably prevent the vehicle from running away.

Further, in the wheel chock placement instruction device having the above configuration, the proper placement information includes first proper placement information indicating that the wheel chock device should be placed on the front side of the wheel, and first proper placement information indicating that the wheel chock device should be placed on the rear side of the wheel. and second proper placement information indicating that the vehicle should be tilted, and the placement display device is configured to display information indicating that the tilt angle of the vehicle detected by the tilt angle detection device is equal to or greater than a predetermined angle, and the tilt direction determined by the tilt direction determination device. If the wheel is tilted forward, the first display mode indicating that the wheel chock device is to be placed in front of the wheel is displayed by referring to the first proper placement information stored in the storage device, and the inclination angle is detected. If the inclination angle of the vehicle detected by the device is equal to or greater than a predetermined angle, and the inclination direction determined by the inclination direction determination device is upward forward, refer to the second proper placement information stored in the storage device. It is preferable to display a second display mode indicating that the wheel chock device is disposed on the rear side of the wheel. With this configuration, even if the slope is so slight that it would be difficult to determine the direction of the vehicle's slope just by looking at the road surface, the worker can place the wheel chock device according to the displayed layout. It is possible to reliably prevent the vehicle from running away.

Further, in the wheel chock placement instructing device having the above configuration, the proper placement information includes third proper placement information indicating that the wheel chock device should be placed on both the front side and the rear side of the wheel, and the placement display device includes: If the inclination angle of the vehicle is less than a predetermined angle by the inclination angle detection device, and if the proper arrangement information read from the storage device is the third proper arrangement information, the wheel chock device is installed on the front and rear sides of the wheels. It is preferable to display a third display mode indicating that the image is placed on both sides. With this configuration, even when the vehicle is parked on a flat road, it will be displayed that the wheel chocks should be placed on both the front and rear sides of the wheels, so even if the vehicle is parked on a flat road, it will be displayed that the wheel chocks should be placed on both the front and rear sides of the wheels. It is possible to prompt the operator to place the wheel chock device even when the vehicle is running, thereby more reliably preventing the vehicle from running away.

Further, in the wheel chock placement instructing device having the above configuration, a detection device that detects the wheel chock devices arranged on the front and rear sides of the front wheels and rear wheels of the vehicle, and a display displayed on the placement display device by the detection device. It is preferable that the vehicle be configured to include an alarm device that activates an alarm when the wheel chock device is not detected in an arrangement corresponding to the aspect. With this configuration, if the worker misses the display regarding the placement of the wheel chock device, the worker will be informed that the wheel chock device is not properly placed. By reminding the driver that the device should be properly placed, the risk of the vehicle escaping can be reduced.

FIG. 1 is a side view of an aerial work vehicle equipped with a wheel chock placement instructing device according to the present embodiment. FIG. 1 is a functional block diagram including a wheel stop arrangement instruction device according to the present embodiment. FIG. 2 is a perspective view of a state in which wheel chock devices to be instructed for placement by the wheel chock placement instruction device of the present embodiment are installed before and behind a tire wheel. It is a side view of the said wheel stopper device. It is a perspective view of the state where the handle of the above-mentioned wheel chock device is in a first reference position. It is a perspective view of the state where the handle of the above-mentioned wheel stopper device is in a second standard position. FIG. 3 is a plan view of the wheel chock device in a state where the handle is at a first reference position. It is a perspective view of the wheel stopper member of the said wheel stopper device. It is a sectional view of the locking mechanism (index plunger) of the above-mentioned wheel stop device. FIG. 7 is a rear view for explaining the swinging of the handle. FIG. 3 is an explanatory diagram for explaining the relationship between detection of the wheel chock device and extension operation of the jack device. FIG. 6 is an explanatory diagram for explaining a method of calculating the distance from the detection device to the wheel chock device and the detection direction when the jack device is extended in the width direction of the vehicle body by the outrigger device in the detection of the wheel chock device. FIG. 7 is an explanatory diagram for explaining a method of detecting the wheel chock device when the jack device is protruded in the width direction of the vehicle body by the outrigger device in the detection of the wheel chock device. FIG. 7 is an explanatory diagram for explaining a method of detecting the wheel chock device when the jack device is protruded in the width direction of the vehicle body by the outrigger device in the detection of the wheel chock device. FIG. 3 is an explanatory diagram for explaining a display form used to indicate the arrangement of the wheel chock device according to the inclination angle of the vehicle body in the wheel chock placement instruction device according to the present embodiment. FIG. 6 is an explanatory diagram for explaining a display form used to indicate the arrangement of the wheel chock device according to the inclination angle of the vehicle body in the wheel chock placement instruction device.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a vehicle for aerial work 1 equipped with a wheel chock placement instruction device according to the present embodiment, and the overall configuration of the vehicle for aerial work 1 will be described with reference to this figure. In addition, in the description referring to FIG. 1, when referring to the front-rear direction, the direction of the arrow shown in FIG. 1 is followed.

As shown in FIG. 1, the aerial work vehicle 1 is based on a truck vehicle that has a driving cabin 7 at the front of the vehicle body 2 and can run on a pair of left and right tire wheels 5 disposed at the front and rear of the vehicle body 2. It is composed of The vehicle body 2 includes a vehicle body frame consisting of a chassis frame on which four tire wheels 5 (a left front wheel, a left rear wheel, a right front wheel, and a right rear wheel) are arranged, and a subframe attached to the chassis frame. It is composed of The tire wheels 5 shown in FIG. 1 are a left front wheel 5Lf and a left rear wheel 5Lr, and although not shown in FIG. 1, a right front wheel 5Rf and a right rear wheel 5Rr are provided on the right side of the vehicle body 2. There is. Further, a front wheel mudguard 8f is provided on the rear side of the left front wheel 5Lf and the right front wheel 5Rf, and a rear wheel mudguard 8r is provided on the rear side of the left rear wheel 5Lr and the right rear wheel 5Rr.

Jack devices 10 for lifting and supporting the vehicle body 2 during high-place work are provided on the front, rear, left and right sides of the vehicle body 2. The jack device 10 includes a left front jack 10Lf disposed behind the left front wheel 5Lf, a left rear jack 10Lr disposed behind the left rear wheel 5Lr, and a right front jack 10Rf disposed behind the right front wheel 5Rf. (not shown), and a right rear jack 10Rr (see FIG. 12) disposed behind the right rear wheel 5Rr. Each jack device 10 drives the jack cylinder 11 provided therein to extend downward, thereby grounding the jack base 10B provided at the tip of the jack device 10, and from that state further jack cylinder 11 By extending the vehicle body 2, the vehicle body 2 is lifted and supported to stabilize the entire vehicle.

Each jack device 10 is provided with an outrigger device 12 (see FIG. 12) corresponding to each jack device 10. Here, the outrigger device 12 corresponding to the left front jack 10Lf is referred to as a left front outrigger 12Lf, and the outrigger device 12 corresponding to the left rear jack 10Lr is referred to as a left rear outrigger 12Lr. Further, the outrigger device 12 corresponding to the right front jack 10Rf is referred to as a right front outrigger 12Rf, and the outrigger device 12 corresponding to the right rear jack 10Lr is referred to as a right rear outrigger 12Rr.

An outrigger cylinder 13 (see FIG. 2) is provided inside each outrigger device 12, and by expanding and contracting the outrigger cylinder 13, the corresponding jack device 10 can be moved in the width direction of the vehicle body 2 (from the front to the back of the paper in FIG. 1). horizontally in the direction from the back of the page to the front). Specifically, by extending the outrigger cylinder 13, the jack device 10 is moved in a direction that extends from the side surface of the vehicle body 2. Further, by contracting the extended outrigger cylinder 13, the jack device 10 protruding from the side surface of the vehicle body 2 is moved in the direction of being stored in the vehicle body 2. A lower operating device 27 is provided at the rear end of the vehicle body 2 to operate each jack device 10, outrigger device 12, a boom 30, etc. to be described later.

A swivel base 20 that is driven by a swivel motor 24 and configured to be horizontally swiveling around a vertical axis is provided in a mounting portion of the vehicle body 2 located behind the driving cabin 7 . A base end portion of a boom 30 is attached to a support 21 extending upward from the swivel base 20 via a foot pin 22 so as to be swingable (up and down) in the vertical direction. Further, tool boxes 26 for storing work tools, work equipment, etc. are provided on the left and right sides of the mounting portion of the vehicle body 2.

The boom 30 has a configuration in which a base end boom 30a, an intermediate boom 30b, and a distal end boom 30c are combined in a nested manner in order from the swivel base 20 side, and is telescopically driven by a telescoping cylinder 31 provided inside the boom 30. , the boom 30 can be extended and contracted in the axial direction (longitudinal direction). Moreover, a hoisting cylinder 23 is installed astride between the base end boom 30a and the strut 21, and by driving the hoisting cylinder 23 to expand and contract, the entire boom 30 is moved up and down in the upper and lower planes (vertical planes). be able to.

A vertical post 32 is pivotally supported at the tip of the tip boom 30c so as to be swingable in the vertical direction. This vertical post 32 has an upper leveling cylinder (not shown) installed across the tip of the tip boom 30c, and a lower leveling cylinder 25 installed between the base boom 30a and the column 21. As a result, rocking control (leveling control) is performed so that the boom 30 is always maintained in a vertical position regardless of how it rises and falls. A workbench 40 for a worker to board is attached to the vertical post 32 via a workbench bracket (not shown). A swinging motor 34 is provided inside the workbench bracket, and by driving this swinging motor 34, the entire workbench 40 is oscillated (horizontal rotational movement) about the vertical post 32. be able to. Here, since the vertical post 32 is always maintained in a vertical position as described above, as a result, the floor surface of the workbench 40 is always maintained horizontally regardless of the up-and-down angle of the boom 30.

The workbench 40 is provided with an upper operation device 45 that includes various operation means such as an operation lever, an operation switch, and an operation dial that are operated by a worker on the workbench. Therefore, by operating the upper operating device 45, a worker on the workbench 40 can rotate the swivel base 20 (rotating the swivel motor 24) and hoisting the boom 30 (extending and retracting the hoisting cylinder 23). , the telescopic operation of the boom 30 (the telescopic action of the telescopic cylinder 31), the swinging action of the workbench 40 (the rotational action of the swinging motor 34), and the like.

Generally, when an aerial work vehicle is working at a work site, after parking the vehicle and before operating the jacks 10Lf, 10Rf, 10Lr, and 10Rr, first operate the parking brake, to brake. A wheel chock device is installed between the road surface and the tread surface of the tire wheels 5 to prevent the vehicle from running away. Therefore, the aerial work vehicle 1 shown in FIG. 1 has a wheel chock detector 100 ( (see Figure 2).

Although it is possible to use a sensor (for example, a photoelectric sensor, an ultrasonic sensor, a laser sensor, etc.) that can determine the presence or absence of an object in a non-contact manner as the wheel stopper detector 100, in this embodiment, a camera can be used as the wheel stopper detector 100. Based on the image signal output from the wheel chock detector 100, a controller 60 (see FIG. 2), which will be described later, performs known image processing to determine whether or not there is a wheel chock device as an object. Therefore, in this embodiment, it can be said that the image acquired by the wheel stopper detector 100 and the image processing in the controller 60 constitute a so-called image discrimination sensor.

As shown in FIG. 1, the wheel chock detector 100 provided on the vehicle body 2 includes a wheel chock on the front side of the left front wheel for detecting a wheel chock device fixed to the bottom of the driver cabin 7 and placed in front of the left front wheel 5Lf. The wheel chock detector 110L and the rear left front wheel fixed to the jack base 10B of the left front jack 10Lf with the direction in which the wheel chock device is detected (hereinafter also referred to as "detection direction") facing the rear side of the left front wheel 5Lf. A side wheel stop detector 111L, a left rear wheel front wheel stop detector 112L fixed to the jack base 10B of the left front jack 10Lf with the detection direction facing the front side of the left rear wheel 5Lr, and a left rear wheel front wheel stop detector 112L fixed to the jack base 10B of the left front jack 10Lf with the detection direction facing the left rear wheel 5Lr. There is a rear left wheel stop detector 113L fixed to the jack base 10B of the left rear jack 10Lr toward the rear side.

Although not shown in FIG. 1, on the right side of the vehicle body 2, a right front wheel is also installed for detecting a wheel chock device 70 fixed to the bottom of the driver cabin 7 and arranged in front of the right front wheel 5Rf. The front wheel stop detector 110R, the right front wheel rear wheel stop detector 111R fixed to the jack base 10B of the right front jack 10Rf with the detection direction facing the rear of the right front wheel 5Rf, and the right front wheel stop detector 111R fixed to the jack base 10B of the right front jack 10Rf with the detection direction facing the rear right front wheel 5Rf. The right rear wheel front wheel stop detector 112R is fixed to the jack base 10B of the right front jack 10Rf facing the front side of the right front jack 10Rf, and the right rear wheel front wheel stop detector 112R is fixed to the jack base 10B of the right rear jack 10Rr with the detection direction facing the rear side of the right rear wheel 5Rr. There is a fixed rear right rear wheel chock detector 113R (see FIG. 2).

Next, referring to FIG. 2, based on the operation signal output by operating the upper operating device 45 or the lower operating device 27, the above-mentioned jack cylinder 11, outrigger cylinder 13, swing motor 24, luffing cylinder 23, A configuration for controlling the operation of each hydraulic actuator including the telescoping cylinder 31, the swing motor 34, and the like and detecting the wheel stop device will be described.

As shown in FIG. 2, the aerial work vehicle 1 receives operation signals from a hydraulic unit 50 that supplies hydraulic oil to operate each of the above-mentioned hydraulic actuators, an upper operating device 45, and a lower operating device 27. , and a controller 60 that controls the operation of each hydraulic actuator. 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 supply 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 battery 59 via the inverter 54, thereby operating the hydraulic pump 51 and discharging hydraulic oil to the control valve 53. 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 outrigger cylinder 13, an electromagnetic proportional control valve V3 corresponding to the swing motor 24, and an electromagnetic proportional control valve corresponding to the luffing cylinder 23. It has a valve V4, an electromagnetic proportional control valve V5 corresponding to the telescopic cylinder 31, and an electromagnetic proportional control valve V6 corresponding to the swing motor 34.

When 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 according to the operation signal to the control valve 53. . The control valve 53 electromagnetically drives the spools of the electromagnetic proportional control valves V1 to V6 based on a command signal from the operation control section 61 of the controller 60, thereby controlling the hydraulic fluid supplied from the hydraulic pump 51 to each hydraulic actuator. Controls the supply direction and supply amount, and controls the operating direction and operating speed of each hydraulic actuator. As a result, the upper operating device 45 or the lower operating device 27 causes the aforementioned jack device 10 and outrigger device 12 to extend and contract, the swivel platform 20 to rotate, the boom 30 to raise and lower, the boom 30 to extend and contract, and the work platform 40 to operate. Operations such as swinging can be performed.

The aerial work vehicle 1 has the aforementioned wheel chock detectors 100 (left front wheel front wheel chock detector 110L, left front wheel rear wheel chock detector 111L) as a configuration for determining whether or not a wheel chock device is installed. , left rear wheel front wheel chock detector 112L, left rear wheel rear wheel chock detector 113L, right front wheel front wheel chock detector 110R, right front wheel rear wheel chock detector 111R, right rear wheel front wheel chock detector 112R. and a right rear wheel stopper detector 113R), a tilt angle detector 101, an extension amount detector 102, an alarm device 103, and a display device 104.

The tilt angle detector 101 detects the tilt angle of the vehicle body 2 with respect to a horizontal plane (the tilt angle of the vehicle body 2 in the longitudinal direction). Here, for example, when the vehicle body 2 is tilted forward (head up), the tilt angle is detected as a positive angle (plus angle), and when the vehicle body 2 is tilted forward (head down), the tilt angle is detected as a positive angle. The inclination angle is detected as a negative angle (minus angle), and the detection signal is output to the controller 60.

The extension amount detector 102 detects the extension of each jack device 10 (left front jack 10Lf, left rear jack 10Lr, right front jack 10Rf, and right rear jack 10Rr) and each outrigger device 12 provided corresponding to each jack device 10. Detect the amount. More specifically, each jack device 10 detects whether a predetermined amount of extension has been reached, and each outrigger device 12 detects the length of extension, and outputs these detection signals to the controller 60.

Here, as a method for detecting whether or not the amount of extension of the jack device 10 has reached a predetermined amount of extension, for example, a limit switch that is turned on when the jack base 10B is grounded, or a 10 is measured, and when the measured value is a value indicating that the jack base 10B has descended to a position lower than the position of at least the front wheel mudguard 8f and the rear wheel mudguard 8r, the predetermined extension amount is reached. It may be possible to output a signal indicating that this has occurred. In this case, the measurement value of the extension amount of the jack device 10 may be output from the extension amount detector 102 to the controller 60, and based on this measurement value, the controller 60 may determine whether a predetermined extension amount has been reached. Furthermore, for example, if the aerial work vehicle 1 is equipped with a safety device (interlock) that prevents the swivel platform 20 and boom 30 from operating while the jack device 10 is not in contact with the ground, this safety device may be used. A signal indicating that the jack device 10 is grounded may be used.

The alarm device 103 generates a visual/audible alarm to the worker, such as an alarm lamp or an alarm buzzer. The display device 104 indicates whether the wheel chock device should be placed on the front side of the tire wheel 5 or on the rear side, depending on the inclination direction of the vehicle body 2 (whether the vehicle body 2 is tilted upward or downward). Show strength. The display contents of the display device 104 will be explained in detail later.

As shown in FIG. 2, the controller 60 includes a predetermined position specifying section 62, a placement determining section 63, and an alarm control section as a configuration for determining whether the wheel chock device is appropriately arranged with respect to the tire wheel 5. 64. When the jack device 10 is moved in the direction of projecting from the vehicle body 2 by the outrigger device 12, the predetermined position specifying unit 62 determines whether the jack device 10 is extended from the vehicle body based on the amount of extension of the outrigger device 12 output from the extension amount detector 102. The direction and distance at which the wheel chock device should be detected are calculated by the wheel chock detector 100 fixed to the jack base 10B of the jack device 10.

When the extension amount detector 102 detects that the jacking device 10 has been extended to a predetermined amount, the placement determination section 63 determines the position of the jack device 10 based on the image signal from the wheel chock detector 100. The presence or absence of a wheel chock device in an appropriate area (described later) is detected, and based on this detection result, it is determined whether the wheel chock device is placed at an appropriate position. The alarm control section 64 causes the alarm device 103 to activate an alarm when the arrangement determination section 63 determines that the wheel chock device is not properly arranged. This alarm operation also includes an operation that restricts the operation of working devices (for example, jack device 10, outrigger device 12, boom 30, work platform 40, etc.).

Next, the structure of the wheel chock device whose arrangement is to be instructed in this embodiment will be explained with reference to FIGS. 3 to 10. In the following, for convenience of explanation, the length direction (insertion direction) of the wheel chock device 70 shown in FIGS. Although the height direction is defined as the "vertical direction," it does not specify the direction in which the wheel stopper device 70 is arranged.

The wheel chock device 70 includes a wheel chock member 71 inserted between the tread surface 5t of the tire wheel 5 and the parking road surface G (see FIG. 4), a movable handle 90 provided on the wheel chock member 71, and a movable handle 90 provided on the wheel chock member 71. It is mainly composed of.

The wheel stopper member 71 is formed into a wedge shape using, for example, a synthetic resin material (plastic material). This wheel stopper member 71 has a grounding part 72 forming the bottom that is in contact with the parking road surface, a wheel contacting part 73 that contacts the tire wheel 5, a top part 74 forming the top part, and the grounding part 72 and the top part 74. It has a back surface portion 75 that connects the two sides, and a pair of side surface portions 76. In the following, as shown in FIG. 4, the front-back direction of the wheel chock device 70 (wheel chock member 71) is defined as the side inserted between the tread surface 5t of the tire wheel 5 and the parking road surface G (the left side in the figure). ) is referred to as the "distal side," and the opposite side (the right side in the figure) is referred to as the "proximal side."

The ground 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 formed as a curved surface that becomes higher from the distal end side toward the base end side and becomes concave diagonally upward, and is configured to be able to abut against the tread surface 5t of the tire wheel 5. There is. Note that this wheel contact portion 73 may be partially or entirely formed by an inclined surface. A handle 77 having a T-shaped cross section is formed protruding from a lower position of the back surface portion 75 and is held by an operator when carrying the wheel locking device 70 . Further, at a position near the top of this back surface portion 75, a vertical plate-shaped bracket portion 80 for supporting a handle 90 is formed to protrude.

As shown in FIG. 8, the bracket portion 80 includes a boss portion 81 formed in a hollow cylindrical shape, and a pair of stopper portions (a first stopper portion 82 and a second stopper portion 82) formed diagonally below the left and right sides of the boss portion 81. A stopper portion 83) and a pair of positioning holes (a first positioning hole 84 and a second positioning hole 85) formed on the left and right sides of the boss portion 81 are provided.

The boss portion 81 is formed in a cylindrical shape extending in the front-rear direction, and has an insertion hole 81a formed through the center thereof. A bolt shaft portion 86a of a bolt 86 serving as a pivot shaft of the handle 90 is inserted into the insertion hole 81a. A nut 87 (locking nut) for preventing the bolt shaft 86a from coming off from the insertion hole 81a is screwed onto the tip side of the bolt shaft 86a. The stopper parts 82 and 83 are formed in a prismatic shape extending in the front-rear direction, and have a seat surface on the upper surface side for abutting the handle 90. The positioning holes 84 and 85 are through holes passed through the front and back sides of the bracket part 80, and are configured so that a lock pin 93b, which will be described later, can be engaged with (inserted into).

The handle 90 includes an L-shaped handle arm 91 pivotally connected to the bracket part 80 via a bolt shaft part 86a, and a grip 98 fixed to the handle arm 91. The handle arm 91 is integrally formed using a synthetic resin material. The handle arm 91 has an arm base portion 92 that extends in the left-right direction, and a guide portion 95 that is bent approximately perpendicularly from the end of the arm base portion 92 and extends in the front-rear direction, and is formed in an L-shape as a whole. has been done. A connecting hole 92a (see FIG. 9) is formed in the arm base portion 92 and extends in the front-rear direction, and the bolt shaft portion 86a is inserted through the connecting hole 92a. The entire handle 90 is pivotally connected to the bracket part 80 using a bolt shaft part 86a inserted through a connecting hole 92a of the arm base part 92 as a swing axis. Further, a screw hole 92b (see FIG. 9) penetrating in the front-rear direction is formed approximately in the center of the arm base portion 92, and an index plunger 93 for fixing the position of the handle 90 is inserted into this screw hole 92b. It is screwed on.

The index plunger 93 is a known mechanical element, and includes a body 93a screwed onto the arm base portion 92, and a lock pin 93b slidably provided on the body 93a and capable of engaging with each positioning hole 84, 85. and a knob 93c provided at the base end of the lock pin 93b for operating the lock pin 93b. The lock pin 93b is always biased in the direction of protruding from the body 93a (in the direction of engaging with the positioning holes 84 and 85) by a spring (not shown) built into the body 93a. This lock pin 93b can be moved into a retracted position where the tip of the lock pin 93b is pulled into the body 93a by pulling the knob 93c against the biasing force of the spring, and a retracted position where the tip of the lock pin 93b is pulled into the body 93a by pulling the knob 93c against the biasing force of the spring. The lock pin 93b is configured to be able to move forward and backward between a lock position in which the tip end thereof is projected from inside the body 93a by the urging force of a spring. Thereby, the lock pin 93b is attached to the bracket 8.
In cooperation with the stopper parts 82, 83 and the positioning holes 84, 85 provided at 0, the handle 90 is positioned and the range in which the handle 90 can be swung is restricted.

The guide portion 95 is formed into a flat plate shape extending in a direction parallel to the insertion direction of the wheel stopper member 71 (front-back direction). The inner surface 95a of the guide portion 95 is formed so as to be able to come into contact with the outer surface (the outer side of the left and right side surfaces) 5a of the tire wheel 5, and the wheel chock device 70 is installed on the tire wheel 5. It functions as a positioning section in the width direction when moving (details will be described later). The grip 98 is a part that is held by the operator when swinging the handle 90, transporting the wheel chock device 70, installing it, and removing it. One end of the grip 98 is fixed to the arm base portion 92, and the other end of the grip 98 is fixed to the guide portion 95. A gap 99 (see FIG. 7) is formed between the grip 98 and the handle arm 91, through which fingers can be inserted when gripping the grip 98.

In the handle 90 having such a configuration, the arm base portion 92 abuts the upper surface of the first stopper portion 82 and the guide portion 95 moves around the width of the wheel stopper member 71 using the bolt shaft portion 86a provided on the bracket portion 80 as a swing axis. The arm base portion 92 is in contact with the upper surface of the second stopper portion 83 and the guide portion 95 is in the width direction of the wheel stopper member 71. It is configured to be able to freely swing between a second reference position (see FIG. 6) located on the other side of the frame. When the handle 90 swings to the first reference position, the lock pin 93b of the index plunger 93 and the first positioning hole 84 are aligned, and the knob 93c is operated to engage the lock pin 93b with the first positioning hole 84. As a result, the handle 90 is fixed at the first reference position. When the handle 90 swings to the second reference position, the lock pin 93b of the index plunger 93 and the second positioning hole 85 are aligned, and the lock pin 93b is engaged with the second positioning hole 85 by operating the knob 93c. As a result, the handle 90 is fixed at the second reference position. By swinging the handle 90 to the first reference position or the second reference position and fixing it with the index plunger 93 in this way, the handle 90 can be selectively arranged at the first reference position or the second reference position. can.

Here, when the handle 90 is at the first reference position or the second reference position, the inner surface 95a of the guide portion 95 is held parallel to the side surface 76 of the wheel stopper member 71 (opposed to each other in the left-right direction). The distance in plan view from the center position of the wheel stopper member 71 in the width direction to the inner surface 95a of the guide portion 95 is configured to be approximately equal to 1/2 of the width of the tire wheel 5 (tire width). (See Figure 7). As a result, when the inner surface 95a of the guide portion 95 is brought into contact with the outer surface 5a of the tire wheel 5 while the handle 90 is swung to the first reference position or the second reference position (the inner surface of the guide portion 95 95a matches the position of the outer surface 5a of the tire wheel 5), a proper positional relationship is established in which the widthwise center of the wheel stopper member 71 matches the widthwise center of the tire wheel 5 (the wheel stopper member 71 is positioned at the widthwise center of the tire wheel 5). Note that, at this time, the handle 90 extends outward from the side surface of the vehicle body 2.

Next, a procedure for arranging the wheel chock device 70 will be explained. First, the handle 90 of the wheel chock device 70 is swung, and the handle 90 is moved to a swiveling position (a first reference position or a second reference position) according to the arrangement position (orientation of the outer surface 5a) of the target tire wheel 5. ). Specifically, the guide portion 95 of the handle 90 is placed on the outer surface 5a of the tire wheel 5 (the left side surface for the left tire wheels 5Lf and 5Lr, and the right side surface for the right tire wheels 5Rf and 5Rr). Then, the handle 90 is selectively swung to the first reference position or the second reference position. After swinging the handle 90 to the first reference position or the second reference position in this manner, the knob 93c of the index plunger 93 is operated to engage the lock pin 93b with the corresponding positioning hole 84, 85. , the handle 90 is fixed in its swinging position. In this way, by selectively switching the swinging position (first reference position, second reference position) of the handle 90 according to the orientation of the outer surface 5a of the target tire wheel 5, the installation work of the wheel chock device 70 can be simplified. This can be carried out in an easy posture from outside the tire wheels 5 (positions on the left and right sides of the vehicle body 2) without crawling under the vehicle body 2.

Subsequently, the wheel chock device 70 is placed near the target tire wheel 5 (on the parking road surface), and the tip of the wheel chock member 71 is directed toward the tread surface 5t of the tire wheel 5. Next, the user grips the grip 98 of the wheel chock device 70 and brings the inner surface 95a of the guide portion 95 into contact with the outer surface 5a of the tire wheel 5. Then, while keeping the guide portion 95 in contact (sliding contact) with the outer surface 5a of the tire wheel 5, the wheel stopper member 71 is inserted between the tread surface 5t of the tire wheel 5 and the parking road surface. Thereby, the entire wheel chock device 70 is guided along the outer surface 5a of the tire wheel 5 (the contact surface between the guide portion 95 and the tire wheel 5), and the center position of the wheel chock member 71 in the width direction and the tire wheel 5 coincides with the center position in the width direction of the tire wheel 5, the wheel stopper member 71 moves parallel to the outer surface 5a of the tire wheel 5 without tilting to the left or right, and the wheel contact portion 73 moves in parallel with the tire wheel 5's step. It comes into contact with the surface 5t. In this way, with the guide portion 95 of the handle 90 in contact with the outer surface 5a of the tire wheel 5, the wheel contact portion 73 of the wheel chock member 71 abuts on the tread surface 5t of the tire wheel 5, so that the wheel is stopped. The device 70 is installed at an appropriate position relative to the tire wheel 5 (at the center of the tire wheel 5 in the width direction). Note that, at this time, the handle 90 extends outward from the side surface of the vehicle body 2.

Note that when a photoelectric sensor or a laser sensor is used as the wheel stop detector 100 shown in FIGS. 1 and 2, for example, as shown in FIGS. A light reflecting member may be attached. As a result, the light emitted from the light emitting element of the photoelectric sensor or laser sensor is reflected by the reflective member attached to the detected object 96, and the reflected light is received by the light receiving element of the photoelectric sensor or laser sensor, thereby stopping the wheel. The presence or absence of the device 70 can be detected.

Next, characteristic features of the various configurations described above will be described below.
<Detection control of wheel chock device>
(Detection of the wheel chock device according to the amount of extension of the jack device)
The detection of the wheel chock device in the above-mentioned configuration is such that when the aerial work vehicle 1 is parked and the amount of extension of the jack device 10 reaches a predetermined amount of extension, the wheel chock device 70 is detected and the wheel chock device 70 is detected and the wheel chock device 70 is detected. Then, it is determined whether the wheel chock device 70 is properly placed. Detection of the wheel chock device 70 according to the amount of extension of the jack device 10 will be described below with reference to FIG. 11. In addition, below, the operation of the tire wheel 5 (left front wheel 5Lf and left rear wheel 5Lr) provided on the left side of the vehicle body 2 and the jack device 10 (left front jack 10Lf and left rear jack 10Lr) will be explained. It is assumed that the tire wheels 5 (front right wheel 5Rf and rear right wheel 5Rr) and jack device 10 (right front jack 10Rf and right rear jack 10Rr) provided on the right side of the vehicle operate in the same manner. Further, in the aerial work vehicle 1 in FIG. 11, illustrations of the support 21, tool box 26, boom 30, workbench 40, etc. installed in the mounting portion are omitted.

First, in FIG. 11(A), the aerial work vehicle 1 is parked, and the wheel chock devices 70 are arranged on the front and rear sides of the left front wheel 5Lf, and the front and rear left wheels 5Lr are installed. Also shown is a state in which a wheel chock device 70 is disposed at each of the wheels. Here, both the left front jack 10Lf and the left rear jack 10Lr are in a stored state, and the jack base 10B of each jack device 10 is not in contact with the ground, so each wheel chock detector 100 (left front wheel front side wheel chock detection 110L, left front wheel rear wheel chock detector 111L, left rear wheel front wheel chock detector 112L, and left rear wheel rear wheel chock detector 113L) are in a state where they are not performing detection.

Next, the operator operates the lower operating device 27 shown in FIG. 1 to extend each jack device 10, and eventually, as shown in FIG. 11(B), the jack base 10B of each jack device 10 touches the ground. , which is detected by the elongation amount detector 102 shown in FIG. Thereby, the controller 60 operates each wheel stopper detector 100 to obtain an image regarding each corresponding tire wheel 5. Then, the placement determining unit 63 performs appropriate image processing on the image signals output from each wheel chock detector 100, and determines whether the wheel chock device 70 is placed.

Furthermore, even if after the jack base 10B touches the ground, each jack device is further extended to lift and support the vehicle body 2, as shown in FIG. 11(C), the jack base 10B will not touch the ground. During this period, each wheel stop detector 100 continuously acquires images regarding the corresponding tire wheel 5. With this configuration, the wheel chock device can be detected not only when the vehicle body 2 is lifted and supported, but also when the vehicle body 2 is lowered from the lifted and supported state to the ground.

In this way, when the position of the wheel chock detector 100 is lowered to a position lower than at least the position of the front wheel mudguard 8f or the rear wheel mudguard 8r, the wheel chock device is activated based on the image signal from the wheel chock detector 100. 70, the detection of the wheel chock device 70 by the wheel chock detector 100 is not obstructed by structures such as the front wheel mudguard 8f and the rear wheel mudguard 8r shown in FIG. Further, the wheel chock device 70 is not detected by the wheel chock detector 100 unless the position of the wheel chock detector 100 is lowered to a position lower than at least the position of the front wheel mudguard 8f and the rear wheel mudguard 8r. , it is possible to reduce the possibility that the front wheel mudguard 8f and the rear wheel mudguard 8r will be mistaken for the wheel chock device 70.

In the embodiment described above, the wheel stopper detector 100 is fixed to the jack base 10B, but the invention is not limited to this. For example, as the jack device 10 is lowered, at least the front wheel mudguard 8f and the rear wheel mudguard 8r may be fixed. A lifting device for lowering the wheel stop detector 100 to a position lower than the position may be separately provided.

(Adjustment of detection direction according to the amount of extension of the outrigger device)
As mentioned above, since the wheel chock detector 100 is fixed to the jack base 10B provided at the tip of the jack device 10, the outrigger device 12 is extended and the jack device 10 is moved in the width direction of the vehicle body 2. When the tire is protruded, the positional relationship between the wheel stop detector 100 and the tire wheel 5 changes. Therefore, the controller 60 adjusts the direction in which the wheel chock device 70 disposed relative to the tire wheel 5 is detected (hereinafter referred to as the "detection direction") according to the amount of extension of the outrigger device 12.

The details of the adjustment of the detection direction according to the amount of extension of the outrigger device 12 will be described below with reference to FIGS. 12 to 14. In FIGS. 12 to 14, the same parts as those shown in FIGS. 1 and 2 are denoted by the same reference numerals, and detailed explanation thereof will be omitted. In addition, in the following explanation, the adjustment of the detection direction will be explained when the right rear outrigger 12Rr is extended, but the same applies when the left front outrigger 12Lf, left rear outrigger 12Lr, and right front outrigger 12Rf are extended. The following adjustments shall be made.

FIG. 12 is a plan view schematically showing the rear portion of the vehicle body 2. As shown in FIG. In this figure, a proper region pr (indicated by diagonal hatching in FIG. 12) is predetermined for each of the left rear wheel 5Lr and the right rear wheel 5Rr. This appropriate area pr is an area where the wheel chock device 70 can be considered to be placed at an appropriate position with respect to the tire wheel 5. Furthermore, when the center point of the detection surface (for example, the lens surface of a camera) of the left rear wheel stop detector 113L when the left rear outrigger 12Lr is most contracted, the vehicle body 2 A detection point dp is defined as a point appropriately defined within the proper region pr on a line extending in a direction parallel to the front-rear direction of the sensor. At this time, the distance between the center point lp and the detection point dp is do. Also, the positional relationship between the center point lp of the right rear wheel rear wheel stop detector 113R when the right rear outrigger 12Rr is most contracted and the detection point dp appropriately determined in the appropriate area pr on the right rear wheel 5Rr side. is also the same.

Based on the above-mentioned premise, it is assumed that, for example, the right rear outrigger 12Rr is extended and the amount of extension becomes dot. In this case, the distance d _d (hereinafter referred to as "detection distance d _d ") between the detection point dp and the center point lp can be calculated using the following equation (1).
d _d =√(do ² + dot ² )...(1)

Further, the angle θ (hereinafter referred to as "detection angle θ") formed by the line connecting the detection point dp and the center point lp with respect to a line extending parallel to the longitudinal direction of the vehicle body 2 starting from the center point lp is: It can be calculated using the following equation (2).
θ=tan ^-1 (dot/do)...(2)

Therefore, the predetermined position specifying unit 62 calculates the detection distance d _d and Calculate the detection angle θ. Further, the controller 60 adjusts the detection direction and detection distance of the wheel chock device 70 by the wheel chock detector 100 based on the detection distance _dd and the detection angle θ calculated by the predetermined position specifying unit 62.

For example, when a detector with a narrow detection range (for example, a camera with a narrow angle of view) is used as the wheel stopper detector 100, as shown in FIG. 13, a plurality of detectors with different detection directions are attached to the jack base 10B. , the detector to be used is switched according to the amount of extension of the outrigger device 12. That is, as shown in FIG. 13(A), when the right rear outrigger 12Rr is most retracted, the retracted wheel stop detector 113Ra has a detection direction facing the appropriate region pr of the right rear wheel 5Rr; As shown in FIG. 13(B), when the right rear outrigger 12Rr is fully extended, the extended wheel stop detector 113Rb whose detection direction is directed to the appropriate area pr of the right rear wheel 5Rr is attached to the jack base. Set it in 10B. Then, depending on the amount of extension of the right rear outrigger 12Rr, the wheel stopper detector 113Ra for contraction and the wheel stopper detector 113Rb for extension are used by switching.

Furthermore, when a detector with a wide detection range (for example, LiDAR) is used as the wheel stop detector ₁₀₀ , as shown in FIG. It is determined whether the wheel chock device 70 is present within the specified appropriate area pr. That is, when the right rear outrigger 12Rr is most contracted, as _shown in FIG. It is determined whether the wheel chock device 70 is present. In addition, when the right rear outrigger 12Rr is extended to the maximum, as shown in FIG. It is determined whether the wheel chock device 70 is located at the detected distance _dd and the detected angle θ.

In this way, by adjusting the detection direction and detection distance according to the amount of extension of the outrigger device 12, the wheel chock device 70 and the wheel chock detector 100 placed relative to the tire wheel 5 due to the extension operation of the outrigger device 12 can be adjusted. The wheel chock device 70 can be accurately detected even when the positional relationship between the wheel chock device 70 and The alarm control unit 64 can cause the alarm device 103 to operate as an alarm.

<Wheel chock device placement warning control>
In the detection of the wheel chock device described above, in the arrangement determination unit 63 shown in FIG. Wheel chock detector 112L, left rear wheel rear wheel chock detector 113L, right front wheel front wheel chock detector 110R, right front wheel rear wheel chock detector 111R, right rear wheel front wheel chock detector 112R, and right rear wheel chock detector Based on the detection results of the side wheel chock detector 113R) and the inclination angle detector 101, the arrangement of the wheel chock device 70 is determined in the first to third stages described below.

(1st stage)
First, if the arrangement determination unit 63 determines that the road surface on which the aerial work vehicle 1 is parked is not flat based on the inclination angle of the vehicle body 2 detected by the inclination angle detector 101, each tire wheel 5 It is determined whether the wheel chock device 70 is appropriately placed. Here, the range of inclination angles in which it is determined that the road surface is not flat is, for example, when the detected inclination angle exceeds the range of ±1 degree. When the layout determining unit 63 determines that the road surface is flat, based on the detection results of the respective wheel stop detectors 100, the front left wheel 5Lf, the rear left wheel 5Lr, the front right wheel 5Rf, and the rear right wheel 5Rr are It is determined whether a wheel chock device 70 is disposed on the side. When the arrangement determining unit 63 determines that the wheel chock device 70 is not arranged on the front side or the rear side of at least one tire wheel 5 among the two or more tire wheels 5, the alarm control unit 64 activates the alarm device 103.

Here, when the aerial work vehicle is parked on a flat road, wheel chock devices are generally placed on the front and rear sides of the rear wheels, respectively. On the other hand, when the aerial work vehicle is parked on a slope, it is preferable to arrange a wheel chock device on the wheels on the downhill side. Therefore, on a gentle slope where the angle of inclination of the vehicle body slightly exceeds 1 degree, workers may place wheel chocks on the front and rear sides of the rear wheels, thinking that the road is flat, and There is a risk that the wheel chock device will not be installed. Therefore, in the above-mentioned wheel chock arrangement warning control, when the aerial work vehicle 1 is parked on a gentle slope, at least one tire wheel 5 has a wheel chock on both the front and rear sides. When it is determined that the device 70 is not placed, the alarm device 103 is activated. In other words, if an aerial work vehicle is parked on a slope with a slight angle, the worker can determine that the road is flat and place wheel chocks on the front and rear sides of the rear wheels to prevent the vehicle from running away. By activating the above-mentioned alarm when the vehicle is parked on a slope, the user can be made aware that a wheel chock device should also be placed on the downhill side of the front wheels.

(Second stage)
Next, if the inclination angle of the vehicle body 2 exceeds a predetermined angle range (for example, ±1 degree), the arrangement determination unit 63 determines whether each tire of the front left wheel 5Lf, the rear left wheel 5Lr, the front right wheel 5Rf, and the rear right wheel 5Rr Regarding the wheel 5, it is determined whether the wheel chock device 70 is arranged on the front side or the rear side (also referred to as "orientation of arrangement"). If the orientation of the wheel chock device 70 for at least one tire wheel 5 is different from the orientation of the wheel chock device 70 for the other tire wheels 5, the alarm device 103 is activated.

Here, for example, because the alarm device 103 has activated the alarm in the first step judgment described above, even if the operator places the wheel chock devices 70 on all the tire wheels 5, the inclination angle of the vehicle body 2 is small. This makes it difficult to judge whether the vehicle body 2 is tilted forward or forward, and there is a risk that the operator may place the wheel chock device in different directions with respect to the left and right wheels. Therefore, by activating the alarm device 103 based on the determination result of the second stage described above, it is possible to inform the operator that it is necessary to align the orientations of all the wheel chock devices 70.

(Third stage)
Furthermore, when the inclination angle of the vehicle body 2 exceeds a predetermined angle range (for example, ±1 degree), the arrangement determination unit 63 determines that each tire wheel 5 of the left front wheel 5Lf, the left rear wheel 5Lr, the right front wheel 5Rf, and the right rear wheel 5Rr , it is determined whether the wheel chock device 70 is properly arranged according to the direction of inclination of the vehicle body 2. Here, the placement determination unit 63 determines that the wheel chock device 70 is placed in front of the tire wheels 5 when the vehicle body 2 is tilted forward and downward, as the appropriate placement (hereinafter referred to as "appropriate placement") of the wheel chock device 70; If the vehicle body 2 is tilted upward in the front, it is stored in advance that the tire wheel 5 is arranged on the rear side. Then, based on the stored proper arrangement, whether or not the arrangement of the wheel chock device 70 for each tire wheel 5 of the left front wheel 5Lf, the left rear wheel 5Lr, the right front wheel 5Rf, and the right rear wheel 5Rr is an appropriate arrangement. to judge. As a result, if it is determined that the arrangement of the wheel chock devices 70 for all the tires 5 is not appropriate, the alarm device 103 is activated.

In this way, by making the third stage judgment, for example, when the alarm device 103 is activated in the second stage judgment described above, the operator can determine the orientation of the wheel chock device 70 for all the tire wheels 5. Even if they are aligned, if the orientation of the arrangement is not appropriate, the operator can be informed of this fact. As a result, the operator reverses the placement of the wheel chocks for all wheels (if they were placed on the front side of the tire wheel 5, place them on the rear side; if they were placed on the rear side, place them on the front side). ), the wheel chock devices can be properly placed for all wheels.

Note that among the above-mentioned judgments from the first stage to the third stage, only one judgment may be made, or at least two judgments may be made in combination. In addition, when performing a plurality of determinations in combination, the mode of alarm operation of the alarm device 103 (for example, the flashing interval of the alarm lamp, the type and generation interval of the alarm sound, etc.) may be made different based on the results of each determination. In addition, in making the judgments from the first stage to the third stage described above, at the bottom of the vehicle body 2, the front wheel mudguard 8f and the rear wheel mudguard 8r shown in FIG. If there is a position where detection is not obstructed, the wheel stopper detector 100 may be attached to that position, and the wheel stopper detector 100 does not necessarily have to be fixed to the jack base 10B.

<Display of appropriate placement according to vehicle body inclination direction>
The arrangement determining unit 63 had determined whether the arrangement of the wheel chock device 70 is an appropriate arrangement according to the inclination direction of the vehicle body 2 in the third stage of judgment described above, but the arrangement of the wheel chock device 70 of this embodiment The instruction device displays this proper arrangement to the worker. Hereinafter, the display mode of proper arrangement will be explained with reference to FIGS. 15 and 16.

FIG. 15 is a diagram illustrating a display mode that is the basis for displaying the appropriate arrangement to the operator. In the display mode of the proper arrangement shown in this figure, a display for showing the proper arrangement is made on a figure schematically representing a plan view of the vehicle body 2. That is, in the cabin display area CB schematically representing the driving cabin 7 of the vehicle body 2, there is a proper placement display area FLf indicating that the wheel chock device 70 is properly placed in front of the left front wheel 5Lf, and a proper placement display area FLf indicating that the wheel chock device 70 is properly placed in front of the left front wheel 5Lf, and a A proper placement display area FLr showing that the wheel chock device 70 is properly placed on the side, a proper placement display area FRf showing that the front side of the right front wheel 5Rf is the proper placement of the wheel chock device 70, and the rear of the right front wheel 5Rf. A proper placement display area FRr indicating that the wheel chock device 70 is properly placed on the side is defined.

In addition, within the bodywork part display area AC that schematically represents the bodywork part of the vehicle body 2, there is a proper placement display area RLf indicating that the front side of the left rear wheel 5Lr is the proper placement of the wheel chock device 70, and a left rear wheel 5Lr. A proper placement display area RLr indicating that the wheel chock device 70 is properly placed on the rear side of the wheel 5Lr, and a proper placement display area RRf showing that the wheel chock device 70 is properly placed on the front side of the right rear wheel 5Rf; Proper placement display area RRr indicating that the rear side of the right rear wheel 5Rf is the proper placement of the wheel chock device 70
and is determined.

Note that the proper arrangement may be displayed by displaying an image showing each of the above-mentioned display areas on an image display device such as a liquid crystal display, or, for example, by displaying an image showing the cabin display area CB and the bodywork display area on the panel surface of the display device. Proper placement may be represented by drawing a frame line indicating AC, providing a lamp at the position of each proper placement display area, and lighting the lamp. In this embodiment, the display device 104 shown in FIG. 2 is a liquid crystal display, and images showing the above-mentioned display areas are displayed on the liquid crystal display.

A memory (not shown) in the controller 60 stores proper placement information indicating proper placement according to the inclination direction of the vehicle body 2. This proper placement information includes three types of first proper placement information, second proper placement information, and third proper placement information. The first proper placement information is proper placement information indicating that arranging the wheel chock device 70 on the front side of each tire wheel 5 is a proper placement. The second proper placement information is proper placement information indicating that arranging the wheel chock device 70 on the rear side of each tire wheel 5 is a proper placement. The third proper placement information is proper placement information indicating that placement on both the front side and the rear side of each tire wheel 5 is a proper placement.

As a result, if the inclination angle of the vehicle body 2 detected by the inclination angle detector 101 exceeds the predetermined angle range and the sign of the value indicating the inclination angle is negative (the vehicle body 2 is lowered forward), , refers to the first proper placement information among the proper placement information stored in the memory. Here, the above-mentioned predetermined angular range is an angular range that can be considered as a flat road, and beyond this angular range, it is considered as a slope road. In this embodiment, the predetermined angle range is ±1 degree. Since the first proper placement information indicates that the proper placement is to place the wheel chock device 70 on the front side of each tire wheel 5, the proper placement display area is displayed as shown in FIG. 16(A). FLf, FRf, RLf and RRf are each displayed in red. Note that in FIGS. 16A to 16C', the red display in the proper placement display area is shown in gray.

Further, if the inclination angle of the vehicle body 2 detected by the inclination angle detector 101 exceeds a predetermined angle range, and the sign of the value indicating the inclination angle is positive (vehicle body 2 is raised forward), The second proper placement information is referred to among the proper placement information stored in the memory. Since the second proper placement information indicates that the proper placement is to place the wheel chock device 70 on the rear side of each tire wheel 5, the proper placement information is displayed as shown in FIG. 16(B). Regions FLr, FRr, RLr, and RRr are each displayed in red.

Furthermore, if the inclination angle of the vehicle body 2 detected by the inclination angle detector 101 is within a predetermined angle range, the controller 60 controls the proper arrangement information stored in the memory, regardless of the sign of the value indicating the inclination angle. Of these, the third appropriate placement information is referred to. Since the third appropriate placement information indicates that the proper placement is to place the wheel chock device 70 on both the front side and the rear side of the tire wheel 5, as shown in FIG. 16(C), The appropriate placement display areas RLf, RLr, RRf, and RRr are each displayed in red.

Note that when the controller 60 displays the proper placement based on the third proper placement information, the proper placement display areas FLf, FLr, FRf, and FRr may each be displayed in red, as shown in FIG. 16(C'). .

As a result, even on a gently sloping surface where it is difficult for the worker to determine whether the road surface is flat or sloping just by looking at the road surface, each appropriate layout display displayed on the display device 104 can be displayed. By arranging the wheel chock device 70 at the position (front side or rear side) of the tire wheel 5 corresponding to the proper placement display area displayed in red, the aerial work vehicle 1 is reliably prevented from running away. be able to.

Note that, if the inclination angle of the vehicle body 2 detected by the inclination angle detector 101 exceeds a predetermined angle range, and the sign of the value indicating the inclination angle is positive (the vehicle body 2 is raised forward), Based on the detection signals output from the front left wheel rear wheel chock detector 111L and the front right wheel rear wheel chock detector 111R, it is determined whether the wheel chock device 70 is arranged at the rear of each of the front left wheel 5Lf and the front right wheel 5Rf. If it is not determined that it is located, the alarm device 103 may be activated.

Here, when the aerial work vehicle 1 is parked on a ramp where the inclination direction of the vehicle body 2 is upwardly forward and the vehicle body 2 is lifted and supported by the jack device 10, for example, when lowering the vehicle body 2 onto the ramp again, parking is required. If the front wheels, which are not braked in any way, touch the ground before the rear wheels, which are braked, there is a risk that the aerial work vehicle 1 will run away. Therefore, when the vehicle body 2 is parked with the front raised upward, as described above, it is important to check whether the wheel chock device 70 is particularly arranged at the rear side of each of the front left wheel 5Lf and the front right wheel 5Rf. It is important to detect the

In addition, in the above embodiment, the case where it is mounted on a truck-mounted aerial work vehicle has been exemplified and explained, but it is not limited to this, and for example, it can be mounted on other work vehicles such as a crane truck, or a dump truck. It may also be applied to transportation vehicles such as trucks. Further, in the above embodiment, an electric-driven (battery-driven) aerial work vehicle has been described as an example, but the invention is not limited to this, and the power of the engine is extracted by a PTO mechanism (power take-off mechanism). It may be a PTO-driven aerial work vehicle that drives a hydraulic pump, or a hybrid type aerial work vehicle that is equipped with both and selectively switches the power source.

1 High-altitude work vehicle 2 Vehicle body 5 Tire wheels 10 Jack device 12 Outrigger device 27 Lower operating device 45 Upper operating device 60 Controller 62 Predetermined position specifying section 63 Placement determining section 64 Alarm control section 70 Wheel chock 71 Wheel chock member 90 Handle 95 Guide Department (information department)
96 Detector 98 Grip 100 Wheel stopper detector 101 Tilt angle detector 102 Extension amount detector 103 Alarm device 104 Display device

Claims (4)

A wheel chock placement instruction device that instructs the placement of a wheel chock device on a wheel of a vehicle, the device comprising:
a tilt angle detection device that detects a tilt angle of the vehicle in the longitudinal direction;
a tilt direction determination device that determines whether the vehicle is tilted forward or forward based on the tilt angle detected by the tilt angle detection device;
a storage device that stores appropriate placement information indicating whether the wheel chock device should be placed on the front side or the rear side of the wheel;
a layout display device that reads appropriate placement information according to the tilt direction of the vehicle determined by the tilt direction determination device from the storage device and displays the placement of the wheel chock device indicated by the read proper placement information; A wheel chock placement instruction device comprising: The proper placement information includes first proper placement information indicating that the wheel chock device should be placed on the front side of the wheel, and second proper placement information indicating that the wheel chock device should be placed on the rear side of the wheel. There is proper placement information,
When the tilt angle of the vehicle detected by the tilt angle detection device is greater than or equal to a predetermined angle, and the tilt direction determined by the tilt direction determination device is forward-downward, the layout display device displays the information in the storage device. displaying a first display mode indicating that the wheel chock device is disposed on the front side of the wheel by referring to the first proper placement information stored in If the inclination angle of the vehicle is equal to or greater than a predetermined angle, and the inclination direction determined by the inclination direction determination device is forward-upward, the second appropriate arrangement information stored in the storage device is referred to. The wheel chock placement instructing device according to claim 1, wherein a second display mode indicating that the wheel chock device is disposed on the rear side of the wheel is displayed. The proper placement information includes third proper placement information indicating that the wheel chock device should be placed on both the front side and the rear side of the wheel,
The arrangement display device detects, by the inclination angle detection device, that if the inclination angle of the vehicle is less than a predetermined angle and the proper arrangement information read from the storage device is third proper arrangement information, 3. The wheel chock placement instructing device according to claim 2, wherein a third display mode is displayed to indicate that the stop devices are to be placed on both the front side and the rear side of the wheel. a detection device that detects the wheel chock devices arranged on the front and rear sides of the front wheels and rear wheels of the vehicle;
3. The vehicle according to claim 2, further comprising: an alarm device that activates an alarm when the wheel chock device is not detected by the detection device in a position corresponding to the display mode displayed on the arrangement display device. 3. The wheel chock placement instruction device according to 3.

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