JP2024001442A - Wheel stopping device and safety gear of work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel stopping device that can contribute to installation of a wheel stopping member in a proper position with respect to a wheel, and a safety gear of a work vehicle.

SOLUTION: A portable-type wheel stopping device 101, which regulates a high-place work vehicle being parked from moving, is configured to comprise: a wheel stopping member that is installed near a tire wheel on a road surface on which the high-place work vehicle is parked; a non-contact-type distance sensor 130 that detects a distance between the tire wheel and the sensor; a control part 160 that determines whether or not the distance detected by the distance sensor 130 is within a predetermined first determination distance or less; and a display part 150 that notifies the determined result of whether the distance detected by the distance sensor 130 is within the first determination distance or not, on the basis of the determined result by the control part 160.

SELECTED DRAWING: Figure 5

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to a wheel chock device that restricts movement of a parked working vehicle and a safety device for a working vehicle.

In work vehicles such as aerial work vehicles, when the work vehicle is parked and the required work is performed, in addition to braking the wheels with the parking brake (handbrake), there is also a gap between the wheels and the parking road surface. A wedge-shaped wheel chock is installed to prevent a vehicle from running away (for example, see Patent Document 1).

Japanese Patent Application Publication No. 2003-312455

However, if the wheel chocks are not installed correctly on the wheels, the effectiveness of the wheel chocks will not be fully demonstrated, and there will still be a risk that the work vehicle will run away, which poses the problem of not being able to fully ensure work safety. Ta.

The present invention has been made in view of the above problems, and an object thereof is to provide a wheel chock device and a safety device for a work vehicle that can contribute to installing a wheel chock member in an appropriate position with respect to a wheel. purpose.

In order to solve the above problems, a wheel chock device according to the present invention is a portable wheel chock device that restricts the movement of a parked work vehicle, and the wheel chock device is a portable wheel chock device that restricts the movement of a parked work vehicle. a non-contact distance detection unit that detects the distance between a wheel and the wheel, and a distance detected by the distance detection unit is within a preset determination distance; and a notification unit that reports whether the distance detected by the distance detection unit is within the determination distance based on the determination result of the determination unit. Features.

The wheel chock device according to the present invention includes the two distance detecting parts provided on both sides of the wheel chock member in the width direction, and an alarm part provided on the wheel chock member and issuing a predetermined alarm, It is preferable that the determination section activates the alarm section when the distance detected by one of the distance detection sections and the distance detected by the other distance detection section differ by a predetermined value or more.

Further, the wheel stopper device according to the present invention includes an inclination angle detection section that is provided on the wheel stopper member and detects an inclination angle of the wheel stopper member with respect to a horizontal plane, and the determination section is configured to include an inclination angle detection section in the inclination angle detection section. Based on the detected inclination angle of the wheel stopper member with respect to a horizontal plane, it is determined whether the tip of the wheel stopper member is facing upwardly on the slope, and the notification unit is configured to determine based on the determination result of the determination unit. It is preferable to notify whether or not the tip of the wheel stopper member is facing upward on the slope.

A safety device for a work vehicle according to a first aspect of the present invention includes a work vehicle having a jack that is extendably and retractably provided at the front and rear of a vehicle body to support the vehicle body, and a work vehicle that is movable while the vehicle is parked. A safety device for a work vehicle, comprising a portable wheel chock device for regulating traffic, wherein the wheel chock device is installed near wheels provided on the work vehicle on a parking road surface of the work vehicle. a non-contact distance detection unit that detects the distance between the wheel stopper member that is attached to the wheel, a non-contact distance detection unit that detects the distance between the wheel and the wheel, and a determination that determines whether the distance detected by the distance detection unit is within a preset determination distance. and a transmission section that transmits the determination result of the determination section, and the work vehicle is characterized by comprising a reception section that receives the determination result transmitted from the transmission section.

A safety device for a work vehicle according to a second aspect of the present invention includes a work vehicle having a jack that is extendably and retractably provided at the front and rear of the vehicle body to support the vehicle body, and a work vehicle that is movable while the vehicle is parked. A safety device for a work vehicle, comprising a portable wheel chock device for regulating traffic, wherein the wheel chock device is installed near wheels provided on the work vehicle on a parking road surface of the work vehicle. The work vehicle includes a wheel stopper member, a non-contact distance detection unit that detects a distance to the wheel, and a transmission unit that transmits a detection result of the distance detection unit, the transmission unit being a receiving unit that receives the detection result to be transmitted; and determining whether the distance detected by the distance detecting unit is within a preset determination distance based on the detection result that the receiving unit receives; A distance determination section is also provided.

In the safety device for a work vehicle according to the second aspect of the present invention, the work vehicle includes a boom provided on the vehicle body so as to be operable to raise and lower at least, a ground detector that detects grounding of the jack, and a ground detector that detects grounding. a first detection distance that is a distance detected in advance by the distance detection section before the grounding of the jack is detected in the ground detector; and a first detection distance that is a distance detected by the distance detection section after the grounding of the jack is detected in the grounding detector. and a second detection distance, which is a distance determined by the vehicle, and determines that the wheel has broken the ground when the second detection distance is larger than the first detection distance by a predetermined value or more. It is preferable to include a part.

Further, in the safety device for a working vehicle according to the second aspect of the present invention, the working vehicle may include a wheel chock storage section that stores the wheel chock device, and a wheel chock storage section in which the wheel chock device is stored in the wheel chock storage section. a wheel chock retraction determination section that determines whether or not a travel preparation operation has been performed for the work vehicle; an alarm activation section that executes a predetermined alarm operation when the travel preparation operation detection section detects a travel preparation operation of the work vehicle in a state where it is not detected that the work vehicle is stored in the stop storage section. , the wheel chock storage determining unit is configured to store the wheel when determining that the distance detected by the distance detecting unit is within a preset specific distance based on the detection result received by the receiving unit. Preferably, it is determined that a stop device is stored in the wheel stop storage.

According to the present invention, it is possible to measure the distance to the parked wheel in the distance measurement unit and notify whether or not the wheel chock device is installed at an appropriate distance from the wheel on the parking road surface. This reduces human errors such as workers accidentally installing the wheel chock in the wrong position (a position that does not function as a wheel chock) or forgetting to install the wheel chock. It becomes possible to prevent the vehicle from running away.

FIG. 2 is a side view of the aerial work vehicle. FIG. 2 is a block diagram showing a control system of the aerial work vehicle. It is a perspective view of the wheel stopper device of a 1st embodiment. It is a side view of the wheel stopper device of a 1st embodiment. It is a block diagram of the wheel stopper device of a 1st embodiment. It is a block diagram of the wheel stopper device of 2nd Embodiment. It is a perspective view of the wheel stopper device of 3rd Embodiment. It is a block diagram of the wheel stopper device of 3rd Embodiment. It is a schematic diagram used for explanation of the inclination angle of the wheel stopper device of 3rd Embodiment. It is a block diagram of a wheel stopper device of a 4th embodiment. FIG. 7 is a block diagram of a safety device including a wheel chock device according to a fifth embodiment. It is a block diagram of the safety device provided with the wheel stopper device of 6th embodiment. It is a block diagram of the safety device provided with the wheel chock device of 7th Embodiment. It is a block diagram of the wheel stopper device of 8th Embodiment. It is a block diagram of a wheel stopper device of a 9th embodiment. (A) is a side view showing the wheel chock device of the ninth embodiment installed on the ground, and (B) is a side view showing the wheel chock device of the ninth embodiment stored in the wheel chock storage section. It is. FIG. 7 is a circuit diagram showing a power opening/closing section of a wheel chock device according to a ninth embodiment. It is a block diagram of the safety device provided with the wheel chock device of a 10th embodiment. FIG. 7 is a block diagram of a safety device including a wheel chock device according to an eleventh embodiment. FIG. 12 is a block diagram of a safety device including a wheel chock device according to a twelfth embodiment. It is a side view of the wheel stop storage part which stores the wheel stop device of 12th Embodiment.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. A vehicle for aerial work 1 according to this embodiment is shown in FIG. 1, and first, the overall configuration of the vehicle for aerial work 1 will be described with reference to this figure.

As shown in FIG. 1, the aerial work vehicle 1 has a driving cabin 7 at the front of the vehicle body 2, and has a pair of left and right tire wheels 5 (a front wheel 5f and a rear wheel 5r) disposed at the front and rear of the vehicle body 2. It is constructed based on a truck vehicle that can be driven by. The vehicle body 2 includes a vehicle body frame including a chassis frame on which tire wheels 5 (front wheels 5f and rear wheels 5r) are disposed, and a subframe attached to the chassis frame.

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 pair of left and right front jacks 10f arranged behind the front wheels 5f, and a pair of left and right rear jacks 10r arranged behind the rear wheels 5r. Each jack 10f, 10r lifts and supports the vehicle body 2 by driving a jack cylinder 11 provided therein and extending it downward, thereby stabilizing the entire vehicle. A lower operating device 27 is provided at the rear end of the vehicle body 2 for operating the jacks 10f, 10r, a boom 30, etc. to be described later.

On both left and right sides of the lower portion of the vehicle body 2, a wheel chock storage section 15 for storing a wheel chock device 101, which will be described later, is provided between the rear wheel 5r and the rear jack 10r. In addition, in FIG. 1, only the wheel stop storage part 15 attached to the lower left rear part of the vehicle body 2 is shown. Here, since the two wheel chock storage sections 15 provided in the vehicle body 2 have the same configuration, below, of the two wheel chock storage sections 15, the one installed at the lower left rear side of the vehicle body 2 will be described. The wheel stopper storage section 15 will be explained as a representative example. The wheel chock storage portion 15 has an opening that is open in the vertical direction, and is configured such that two wheel chock devices 101 can be inserted from above. As mentioned above, since the vehicle body 2 is provided with wheel chock storage portions 15 at two locations (both left and right sides), a total of four wheel chock devices 101 corresponding to the number of tire wheels 5 (four wheels) are installed. It can be stored.

In a mounting area of the vehicle body 2 behind the driving cabin 7, a swivel base 20 is provided which is driven by a swivel motor 24 and configured to be horizontally swiveling around an up-down axis. 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. Furthermore, tool boxes 26 are provided on the left and right sides of the mounting area of the vehicle body 2 for storing work tools, work equipment, and the like.

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 order from the swivel base 20 side in a nested manner. , 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 (not shown) is pivotally supported at the tip of the tip boom 30c so as to be swingable in the vertical direction. This vertical post is constructed by an upper leveling cylinder (not shown) installed across the tip of the tip end boom 30c, and a lower leveling cylinder 25 installed over the base end boom 30a and the support column 21. , 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 this vertical post via a workbench bracket (not shown). A swinging motor 34 (see FIG. 2) is provided inside this workbench bracket, and by driving this swinging motor 34, the entire workbench 40 swings around the vertical post (horizontal rotation). movement). Here, since the vertical post 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.

As shown in FIG. 2, the operating mechanisms of the jack device 10 (jacks 10f, 10r) and high-altitude working devices (swivel platform 20, boom 30, work platform 40, etc.) provided on the vehicle body 2 include an upper operating device 45 and A controller 60 receives an operation signal from the lower operation device 27 and controls the jack cylinder 11, the swing motor 24, the luffing cylinder 23, the telescopic cylinder 31, the swing motor 34, etc. (hereinafter also collectively referred to as "hydraulic actuator"). and a hydraulic unit 50 that supplies hydraulic oil to operate this hydraulic actuator.

An operation signal output by operating the upper operating device 45 or the lower operating 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 hydraulic unit 50 (control valve 53).

The hydraulic unit 50 includes a hydraulic tank 51 that stores hydraulic oil, a hydraulic pump 52 that discharges hydraulic oil by being driven by the power of the engine E mounted on the vehicle body 2, and a hydraulic pump 52 that connects each hydraulic actuator. The control valve 53 controls the direction and amount of hydraulic oil supplied to the hydraulic fluid. Further, a power take-off mechanism PTO is incorporated in the transmission that changes the speed of the power of the engine E and transmits it to the tires and wheels 5. Here, when the PTO operating lever 55 disposed in the driving cabin 7 is operated from the OFF position to the ON position, the power take-off mechanism PTO switches the drive destination of the engine E from the tire wheels 5 to the hydraulic pump 52, A hydraulic pump 52 is driven by the power of the engine E. On the other hand, when the PTO operating lever 55 is operated from the ON position to the OFF position, the drive destination of the engine E is switched from the hydraulic pump 52 to the tire wheel 5 by the power take-off mechanism PTO, and the tire wheel 5 is rotated by the power of the engine E. It is designed to be driven. 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 swing motor 24, an electromagnetic proportional control valve V3 corresponding to the undulating cylinder 23, and an electromagnetic proportional control valve corresponding to the telescopic cylinder 31. It has a valve V4 and an electromagnetic proportional control valve V5 corresponding to the swing motor 34. The control valve 53 electromagnetically drives the spools of the electromagnetic proportional control valves V1 to V5 based on a command signal from the operation control unit 61 of the controller 60, thereby controlling the hydraulic fluid supplied from the hydraulic pump 52 to each hydraulic actuator. The supply direction and supply amount are controlled, and the operating direction and operating speed of each hydraulic actuator are controlled (the operating direction and operating speed of the jack device 10 and the high-altitude working device are controlled).

In the aerial work vehicle 1 having such a configuration, when parking at a target work site and performing required work, the parking brake ( After activating the parking brake to brake the left and right rear wheels 5r, a wheel chock device 101 (see FIG. 1) is installed between the parking road surface and each tire wheel 5 to prevent the vehicle from running away. It is now being planned.

[First embodiment]
First, a wheel stopper device 101 according to a first embodiment of the present invention will be described. For convenience of explanation, the length direction (insertion direction) of the wheel chock device 101 will be referred to as the "front-back direction," the width direction of the wheel chock device 101 will be referred to as the "left-right direction," and the height direction of the wheel chock device 101 will be referred to as the "vertical direction." ”, but does not specify the direction in which the wheel stopper 101 is arranged (the same applies to other embodiments).

As shown in FIGS. 3 to 5, the wheel chock device 101 includes a wheel chock member 120, a holding section 126, a distance sensor 130, a power supply section 140, a display section 150, and a control section 160. be done. Although only one wheel chock device 101 is illustrated in FIGS. 3 to 5, four wheel chock devices 101 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 101, the terms "wheel chock device 101A," "wheel chock device 101B," "wheel chock device 101C," and "wheel chock device 101D" will be used for convenience. (See Figure 5).

The wheel stopper member 120 is formed into a wedge shape using, for example, a synthetic resin material (plastic material). This wheel stopper member 120 includes a grounding portion 121 forming the bottom that is in contact with the parking road surface, a stopper portion 122 that receives the outer peripheral surface 5t of the tire wheel 5, a top portion 123 forming the top, and the grounding portion 121 and the top portion 123. It has a back surface portion 124 that connects the two, and a pair of side surface portions 125. Below, as shown in FIG. 4, the front-back direction of the wheel chock device 101 (wheel chock member 120) will be referred to as the side inserted between the outer peripheral surface 5t of the tire wheel 5 and the parking road surface (the left side in the figure). is referred to as the "distal end side", and the opposite side (the right side in the figure) is referred to as the "proximal end side" (the same applies to other embodiments).

The ground contact portion 121 is formed with a non-slip portion 121a that prevents slipping on the ground by continuously forming peaks and valleys along the front-rear direction. The stopper part 122 is formed as a curved surface that becomes higher from the distal end side to the base end side and becomes concave diagonally upward, and is configured to be able to come into contact with or come close to the tread surface 5t of the tire wheel 5. There is. Note that this stopper portion 122 may be partially or entirely formed of an inclined surface. A handle 124a having a T-shaped cross section is formed protruding from the back surface portion 124 and is held by an operator when carrying the wheel stopper 70.

The holding portion 126 is formed into a hollow box shape using, for example, a synthetic resin material (plastic material), and is fixed to the top portion 123 of the wheel stopper member 120. A window portion 127 formed in a flat plate shape using a synthetic resin material or glass material having translucency is provided on the surface side of the holding portion 126 (the surface facing the outer peripheral surface 5t of the tire wheel 5). It is being A distance sensor 130, a power supply section 140, a control section 160, and the like are attached inside the holding section 126. Further, a display section 150 is attached to the upper end side of this holding section 126.

The distance sensor 130 detects the distance from the outer peripheral surface 5t of the tire wheel 5 in a non-contact manner. The distance sensor 130 is configured by, for example, a laser sensor, and the time it takes to irradiate a detection object (the outer circumferential surface 5t of the tire wheel 5) with a laser beam and receive the reflected light of the laser beam (between when the laser beam is emitted and when the laser beam is emitted). The distance to the object to be detected (the outer peripheral surface 5t of the tire wheel 5) is detected by measuring the time difference from the time of light reception. This distance sensor 130 irradiates the outside of the holding part 126 with a laser beam through a window 127 provided in the holding part 126, and receives the reflected light of the laser beam. Here, as shown in FIG. 4 as an example of the laser beam irradiation direction (arrow X direction), this distance sensor irradiates the laser beam with an elevation angle (directed diagonally upward). The distance sensor 130 detects the distance to the outer peripheral surface 5t of the tire wheel 5 and outputs a voltage signal (detection signal) corresponding to the detected distance to the control unit 160. Note that in this embodiment, the distance sensor is configured by a laser sensor, but the configuration is not limited to this, and for example, an ultrasonic sensor or the like may be applied.

The power supply unit 140 is composed of a rechargeable and dischargeable secondary battery (storage battery) such as a lithium ion battery. The power supply unit 140 supplies power necessary for operation to the distance sensor 130, the display unit 150, the control unit 160, and the like. A power switch 141 is connected to this power supply section 140.

The power switch 141 is an operation switch for turning on and off the power of the wheel chock device 101. The power switch 141 is attached to the back side of the holding portion 126 (the surface opposite to the window portion 127). This power switch 141 is configured, for example, by a toggle switch that can be switched between an on position and an off position (it is configured to maintain the switched operating position even if the operator releases his/her hand). ). When the power switch 141 is operated to the on position side, electric power from the power supply section 140 is supplied to each section of the wheel chock device 101. On the other hand, when the power switch 141 is operated to the off position side, the supply of power from the power supply unit 140 to each part of the wheel chock device 101 is cut off. This power switch 141 constitutes a part of the power supply opening/closing circuit of the wheel chock device 101. Note that the power switch 141 may be, for example, a button-type or slide-type power switch.

The display section 150 includes a distance determination lamp 151 provided on one end side in the left-right direction of the upper end surface of the holding section 126, and a power lamp 154 provided on the other end side in the left-right direction of the upper end surface of the holding section 126. ing. The distance determination lamp 151 is an indicator lamp that lights up when the wheel chock device 101 is installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. The power lamp 154 is an indicator lamp that lights up when the wheel chock device 101 is powered on (when the power switch 141 is in the ON position). Each of the display lamps 151 and 154 is composed of, for example, an LED lamp, and lights up in different colors. For example, the distance determination lamp 151 lights up with a green color, and the power supply lamp 154 lights up with a red color. Note that each of the display lamps 151 and 154 may be lit with the same emission color (for example, white).

The control unit 160 is configured with a microprocessor having a CPU, ROM, RAM, etc., and controls the operations of the distance sensor 130, the power supply unit 140, the display unit 150, etc., and controls the functions of the wheel chock device 101. Realize.

The control unit 160 determines whether the distance detected by the distance sensor 130 (hereinafter sometimes referred to as "detection distance") is less than or equal to a preset first determination distance. That is, the control unit 160 determines whether the wheel chock device 101 is installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5 (near the tire wheel 5) based on the detected distance of the distance sensor 130. judge. In this embodiment, for example, "10 cm" is set as the first determination distance. The control unit 160 compares the detection distance of the distance sensor 130 and the first determination distance, and if the detection distance of the distance sensor 130 is less than or equal to the first determination distance, the wheel chock device 101 is configured to lock the outer peripheral surface of the tire wheel 5. 5t, that is, the determination result (distance determination result) is determined to be OK, and the distance determination lamp 151 is turned on. On the other hand, if the detection distance of the distance sensor 130 exceeds the first determination distance, the control unit 160 determines that the wheel chock device 101 is not installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. That is, it is determined that the determination result (distance determination result) is NG, and the distance determination lamp 151 is turned off. In addition, in this embodiment, since all the wheel chock devices 101 (101A to 101D) execute the distance determination described above, the wheel chock devices 101 (101A to 101D) You can check whether or not it is installed at an appropriate distance.

As described above, according to the first embodiment, the distance to the parked tire wheel 5 is detected, and it is determined whether the wheel chock device 101 is installed at an appropriate distance from the tire wheel 5 on the parking road surface. Since the operator can be notified of the situation, such as when the worker accidentally installs the wheel chock device 101 in an inappropriate position (a position that does not function as a wheel chock) or forgets to install the wheel chock device 101, It becomes possible to suppress human errors and prevent vehicles from running away.

[Second embodiment]
Next, a wheel stopper device 102 according to a second embodiment of the present invention will be described with reference to FIG. 6. The wheel chock device 102 of the second embodiment basically has the same configuration as the wheel chock device 101 of the first embodiment, and has the same configuration (or the same function) as the above embodiment. The same reference numerals will be used for the configuration), redundant explanation will be omitted, and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 102 includes a wheel chock member 120, a holding section 126, a first distance sensor 131, a second distance sensor 132, a power supply section 140, a display section 150, a control section 160, and an alarm section 190. It is composed of: Although only one wheel chock device 102 is illustrated in FIG. 6, four wheel chock devices 102 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 102, for convenience, they will be referred to as "wheel chock device 102A," "wheel chock device 102B," "wheel chock device 102C," and "wheel chock device 102D." (See Figure 6).

Each distance sensor 131, 132 has the same function as the distance sensor 130 of the first embodiment, and detects the distance from the outer peripheral surface 5t of the tire wheel 5 without contact. The first distance sensor 131 is provided inside the holding part 126 on one end side (for example, the left end side) of the wheel chock device 102 in the width direction. side). The second distance sensor 132 is provided inside the holding part 126 on the other end side (for example, the right end side) in the width direction of the wheel stopper 102, and on the other end side (for example, the right end side) in the width direction of the outer peripheral surface 5t of the tire wheel 5. For example, the distance to the right end side) is detected. Each distance sensor 131, 132 outputs a voltage signal (detection signal) according to the detected distance to the control unit 160. Note that the distance sensors 131 and 132 are mounted in positions parallel to each other at positions equidistant from the window portion 127 in the front-rear direction.

The control unit 160 determines whether the detection distance of each distance sensor 131, 132 is less than or equal to a first determination distance set in advance. When the control unit 160 determines that the detection distance of each distance sensor 131, 132 is less than or equal to the first determination distance (when the wheel chock device 102 is installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5), ), the distance judgment lamp 151 is not turned on at this point, and the difference (absolute value) between the detection distance of the first distance sensor 131 and the detection distance of the second distance sensor 132 is calculated and the difference (absolute value) is calculated. It is determined whether the difference is less than or equal to a predetermined threshold. That is, the control unit 160 determines whether or not the wheel chock device 102 is installed parallel to the tire wheel 5 (the tire wheel 5 and the wheel chock device 102 is the same distance at both ends in the width direction. Here, if the difference between the detection distance of the first distance sensor 131 and the detection distance of the second distance sensor 132 is equal to or less than a preset value, the control unit 160 causes the tire wheel 5 to be stopped by a wheel chock. It is determined that the devices 102 are installed in parallel, that is, the determination result (distance determination result) is OK, and the distance determination lamp 151 is turned on. On the other hand, if the difference between the detection distance of the first distance sensor 131 and the detection distance of the second distance sensor 132 exceeds the specified value, the control unit 160 causes the wheel chock device 102 to be parallel to the tire wheel 5. It is determined that the distance determination lamp 151 is not installed, that is, the determination result (distance determination result) is NG, and the distance determination lamp 151 is turned off, and the alarm unit 190 provided in the holding unit 26 is activated. As the alarm unit 190, for example, an alarm device such as a buzzer or a speaker that emits an alarm sound can be applied. This alarm unit 190 notifies that the wheel chock device 102 is not installed parallel to the outer peripheral surface 5t of the tire wheel 5 by outputting an alarm sound such as a predetermined electronic sound or a voice message. In addition, in this embodiment, since all the wheel chock devices 102 (102A to 102D) execute the distance determination described above, the wheel chock devices 102 (102A to 102D) It can be confirmed whether or not they are installed at an appropriate distance and in parallel.

As described above, according to the wheel chock device 102 according to the second embodiment, similarly to the first embodiment, the distance from the parked tire wheel 5 is detected, and the wheel chock device 101 detects the distance from the tire wheel 5 on the parking road surface. Since it is possible to notify whether or not the wheel chock device 101 is installed at an appropriate distance from the wheel 5, an operator can accidentally install the wheel chock device 101 in an inappropriate position (a position where it does not function as a wheel chock). This makes it possible to prevent the vehicle from running away by suppressing human errors such as forgetting to install the wheel chock device 101.

Furthermore, according to the second embodiment, it is possible to detect whether or not the wheel chock device 102 is installed parallel to the outer peripheral surface 5t of the tire wheel 5, so that the wheel chock device 102 is tilted left and right. It is possible to prevent situations where the

[Third embodiment]
Next, a wheel chock device 103 according to a third embodiment of the present invention will be described with reference to FIGS. 7 to 9. The wheel chock device 103 of the third embodiment basically has the same configuration as the wheel chock device 101 of the first embodiment, and has the same configuration (or the same function) as the above embodiment. The same reference numerals will be used for the configuration), redundant explanation will be omitted, and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel stopper device 103 includes a wheel stopper member 120, a holding section 126, a distance sensor 130, a tilt angle sensor 133, a power supply section 140, a display section 150, and a control section 160. Although only one wheel chock device 103 is shown in FIGS. 7 to 9, four wheel chock devices 103 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 103, for convenience, they will be referred to as "wheel chock device 103A," "wheel chock device 103B," "wheel chock device 103C," and "wheel chock device 103D." (See Figure 8).

The inclination angle sensor 133 detects the inclination angle of the wheel stopper device 103. This wheel chock device 1
The inclination angle 03 is the inclination angle of the ground contact portion 121 in the front-rear direction with respect to the horizontal plane. The inclination angle sensor 133 detects the inclination angle of the wheel chock device 103 and outputs a voltage signal (detection signal) corresponding to the detected inclination angle to the control unit 160. Here, as shown in FIG. 9A, when the grounding part 121 is horizontal, that is, when the distal end and the base end of the grounding part 121 are at the same height, the inclination angle sensor 133 detects the The inclination angle is 0 degrees. Further, as shown in FIG. 9B, when the distal end of the grounding portion 121 is higher than the proximal end, the inclination angle detected by the inclination angle sensor 133 becomes a positive angle. Further, as shown in FIG. 9C, when the distal end of the grounding portion 121 is lower than the proximal end, the inclination angle detected by the inclination angle sensor 133 becomes a negative angle (minus angle). Therefore, this inclination angle sensor 133 detects the direction of the tip of the wheel chock device 103, that is, whether the tip of the wheel chock device 103 is facing downhill (lower slope) or uphill (upper slope). can be detected.

As shown in FIGS. 7 and 8, the display section 150 includes a distance determination lamp 151 provided at one end of the upper end surface of the holding section 126 in the left-right direction, and a distance judgment lamp 151 provided at the center of the upper end surface of the holding section 126 in the left-right direction. and a power lamp 154 provided on the other end side of the upper end surface of the holding portion 126 in the left-right direction. The inclination determination lamp 152 is an indicator lamp that lights up when the wheel chock device 103 is installed in an appropriate orientation (inclination posture). Note that the distance determination lamp 151 and the power lamp 154 have already been described in the first embodiment, so redundant explanation will be omitted here. Each of the display lamps 151, 152, and 154 is composed of, for example, an LED lamp, and lights up in different colors. For example, the distance determination lamp 151 lights up with a green color, the inclination determination lamp 152 lights up with a yellow color, and the power supply lamp 154 lights up with a red color.

Similarly to the first embodiment, the control unit 160 determines whether the detected distance of the distance sensor 130 is less than or equal to the first determination distance, that is, whether the wheel chock device 103 is properly aligned with the outer circumferential surface 5t of the tire wheel 5. It is determined whether the distance determination lamp 151 is installed at a distance (near the tire wheel 5), and the distance determination lamp 151 is turned on or off.

Further, the control unit 160 determines whether the tilt angle detected by the tilt angle sensor 133 (hereinafter sometimes referred to as "detection angle") is equal to or greater than a preset determination angle. In this embodiment, for example, "0 degree" is set as the determination angle. When the angle detected by the inclination angle sensor 133 is equal to or greater than the determination angle, the control unit 160 determines that the tip of the wheel stopper 103 is facing horizontally or facing the uphill side (upward side of the slope). On the other hand, if the angle detected by the inclination angle sensor 133 is less than the determination angle, the control unit 160 determines that the tip of the wheel chock device 103 is facing downhill (downward on the slope). Note that the "uphill side" means the higher side of the slope, and the "downhill side" means the lower side of the slope. Here, when parking the vehicle on a slope, the correct orientation when installing the wheel chock device 103 on the tire wheel 5 means that the wheel chock device 103 is placed on the downhill side of the tire wheel 5, The tip of the device 103 is oriented toward the top of the slope. Therefore, in this embodiment, as shown in FIG. 9(B), the orientation when the tip of the wheel chock device 103 faces the uphill side is defined as the "appropriate orientation", and as shown in FIG. 9(C), The orientation when the tip of the wheel chock device 103 is facing downhill is defined as an "inappropriate orientation". If the angle detected by the inclination angle sensor 133 is equal to or greater than the determination angle, the control unit 160 determines that the wheel chock device 103 is installed in the proper orientation, that is, the determination result (inclination determination result) is OK. After making a judgment, the inclination determination lamp 152 is turned on. On the other hand, if the detected angle of the inclination angle sensor 133 is less than the determination angle, the control unit 160 determines that the wheel chock device 103 is installed in an inappropriate orientation, that is, the determination result (inclination determination result) is It is determined that the result is NG, and the inclination determination lamp 152 is turned off. In addition, in this embodiment, since all the wheel chock devices 103 (103A to 103D) execute the distance determination and inclination determination described above, the wheel chock devices 103 (103A to 103D) perform 103D) are installed at the appropriate distance and in the appropriate direction.

As described above, according to the third embodiment, similarly to the first embodiment, the distance to the parked tire wheel 5 is detected, and the wheel chock device 103 is properly positioned relative to the tire wheel 5 on the parking road surface. Since it is possible to notify whether or not the wheel chock device 103 is installed at a certain distance, it is possible for a worker to accidentally install the wheel chock device 103 in an inappropriate position (a position that does not function as a wheel chock), or to It is possible to suppress human errors such as forgetting to install the 103 and prevent the vehicle from running away.

Further, according to the third embodiment, in addition to detecting the distance from the tire wheel 5, the angle of inclination of the wheel chock device 103 with respect to the horizontal plane is detected, and the tip of the wheel chock device 103 is directed toward the uphill side. Since it is possible to notify whether or not the wheel chock device 103 is installed, it is possible to install the wheel chock device 103 at an appropriate distance and in an appropriate direction with respect to the tire wheel 5.

Note that the wheel chock device 103 of the third embodiment may include two distance sensors 131 and 132 similarly to the wheel chock device 102 of the second embodiment. In that case, similarly to the second embodiment, when the difference between the detection distance of the first distance sensor 131 and the detection distance of the second distance sensor 132 is equal to or less than a preset specified value, , it is determined that the wheel chock device 103 is installed parallel to the outer peripheral surface 5t of the tire wheel 5, and the distance determination lamp 151 is turned on, while the detected distance of the first distance sensor 131 and the second distance sensor are 132 is not less than a preset specified value, it is determined that the wheel chock device 103 is not installed parallel to the outer peripheral surface 5t of the tire wheel 5, and the distance determination lamp 151 is turned on. It is preferable to turn off the light and activate the alarm unit 190.

[Fourth embodiment]
Next, a wheel stopper device 104 according to a fourth embodiment of the present invention will be described with reference to FIG. 10. The wheel chock device 104 of the fourth embodiment basically has the same configuration as the wheel chock device 103 of the third embodiment, and has the same configuration (or the same structure) as the third embodiment. The same reference numerals will be used for the functional configurations), redundant explanation will be omitted, and the explanation will mainly focus on the parts that are different from the third embodiment.

The wheel stopper device 104 includes a wheel stopper member 120, a holding section 126, a distance sensor 130, a tilt angle sensor 133, a power supply section 140, a display section 150, and a control section 160. Although only one wheel chock device 104 is illustrated in FIG. 10, four wheel chock devices 104 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 104, the terms "wheel chock device 104A," "wheel chock device 104B," "wheel chock device 104C," and "wheel chock device 104D" will be used for convenience. (See Figure 10).

The display section 150 includes a comprehensive judgment lamp 153 provided on one end side in the left-right direction of the upper end surface of the holding section 126, and a power lamp 154 provided on the other end side in the left-right direction of the upper end surface of the holding section 126. ing. The comprehensive judgment lamp 153 is an indicator lamp that lights up when the wheel chock device 104 is installed at an appropriate distance and orientation with respect to the outer peripheral surface 5t of the tire wheel 5. Note that the power lamp 154 has already been explained in the first embodiment, so a redundant explanation will be omitted here. Each of the display lamps 153 and 154 is composed of, for example, an LED lamp, and lights up in different colors. For example, the comprehensive judgment lamp 153 lights up with a blue emission color, and the power supply lamp 154 lights up with a red emission color.

The control unit 160 determines whether the wheel chock device 104 is appropriate for the tire wheel 5 when the detected distance of the distance sensor 130 is less than or equal to the first determination distance and the detected angle of the inclination angle sensor 133 is equal to or greater than the determination angle. It is determined that the device is installed at a suitable distance and in an appropriate direction, that is, the determination result (comprehensive determination result) is OK, and the comprehensive determination lamp 153 is turned on. On the other hand, if the detection distance of the distance sensor 130 exceeds the first determination distance, or if the detection angle of the inclination angle sensor 133 is less than the determination angle, the control unit 160 controls the wheel chock device 104 to 5 is not installed at an appropriate distance and in an appropriate direction, that is, the determination result (comprehensive determination result) is determined to be NG, and the comprehensive determination lamp 153 is turned off. In addition, in this embodiment, since all the wheel chock devices 104 (104A to 104D) respectively perform the above-mentioned comprehensive judgment (distance judgment and slope judgment), the wheel chock devices 104 (104A to 104D) perform the above-mentioned comprehensive judgment (distance judgment and slope judgment), so that the wheel chock devices 104 (104A to 104D) perform the above-mentioned comprehensive judgment (distance judgment and inclination judgment) respectively. It is possible to check whether the devices 104 (104A to 104D) are installed at an appropriate distance and in an appropriate orientation.

As described above, according to the fourth embodiment, similarly to the first embodiment, the distance to the parked tire wheel 5 is detected, and the wheel chock device 104 is properly positioned relative to the tire wheel 5 on the parking road surface. Since it is possible to notify whether or not the wheel chock device 104 is installed at a certain distance, it is possible for the worker to accidentally install the wheel chock device 104 in an inappropriate position (a position that does not function as a wheel chock), or to This makes it possible to suppress human errors such as forgetting to install the 104 and prevent the vehicle from running away.

Furthermore, according to the fourth embodiment, the distance to the tire wheel 5 and the inclination angle of the wheel chock device 104 are respectively detected, and the wheel chock device 104 is located at an appropriate distance from the tire wheel 5 and on the downhill side of the slope. Since it is possible to notify that the wheel chock device 104 is installed correctly with respect to the tire wheel 5 by one display lamp (general judgment lamp 153), it is possible to easily check whether the wheel chock device 104 is installed correctly with respect to the tire wheel 5. It becomes possible.

[Fifth embodiment]
Next, a safety device 205 including a wheel chock device 105 according to a fifth embodiment of the present invention will be described with reference to FIG. 11. The wheel chock device 105 of the fifth embodiment basically has the same configuration as the wheel chock device 101 of the first embodiment, and has the same configuration (or the same function) as the above embodiment. The same reference numerals will be used for the configuration), redundant explanation will be omitted, and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 105 includes a wheel chock member 120, a holding section 126, a distance sensor 130, a power supply section 140, a display section 150, a control section 160, and a transmitting section 170. Although only one wheel chock device 105 is illustrated in FIG. 11, four wheel chock devices 105 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 105, the terms "wheel chock device 105A," "wheel chock device 105B," "wheel chock device 105C," and "wheel chock device 105D" will be used for convenience. (See Figure 11).

The transmitting unit 170 is electrically connected to the control unit 160, and converts an electrical signal indicating determination result information (distance determination result) generated by the control unit 160 into a radio signal (wireless signal), This radio signal (judgment result information) is wirelessly transmitted at predetermined time intervals in accordance with short-range wireless communication standards such as ZigBee (registered trademark) and ZigBee (registered trademark). In addition to determination result information (distance determination result), this radio signal includes unique identification information (ID information) for identifying the own wheel chock device 105 (in this embodiment, four wheel chock devices 105A to 105D). ) is included. Note that the transmitter 170 is not limited to a radio signal, and may transmit an optical signal using infrared rays or the like, or an electric signal using a wired connection such as an electric cable.

As shown in FIG. 11, the safety device 205 mainly includes a wheel chock device 105, a vehicle-side receiving section 70, and a controller 60.

The vehicle-side receiving section 70 is provided on the vehicle body 2 near the controller 60. This vehicle side receiving section 70 is configured as a wireless receiver capable of wireless communication with the transmitting sections 170 of all the wheel chock devices 105 (four wheel chock devices 105A to 105D in this embodiment). This vehicle-side receiving section 70 receives the radio signal (judgment result information) wirelessly transmitted from the transmitting section 170 of each wheel chock device 105 (105A to 105D), converts it into an electrical signal, and converts the radio signal (judgment result information) into an electrical signal. determination result information) is transmitted to the controller 60.

The controller 60 includes an operation control section 61 and an interlock control section 65.

As described above, the operation control unit 61 operates the boom 30 and the jack 10f by electromagnetically driving the control valve 53 and operating each hydraulic actuator based on the operation signal from the upper operation device 45 or the lower operation device 27. , 10r, etc.

Based on the determination result information (distance determination results of the four wheel chock devices 105A to 105D) transmitted from the vehicle-side receiving unit 70, the interlock control unit 65 determines that if all distance determination results are OK, that is, all of the distance determination results are OK. When the wheel chock device 105 is installed at an appropriate distance from the tire wheel 5, the jacks 10f and 10r are allowed to extend and contract in response to the operation of the lower operating device 27. On the other hand, if all the distance determination results are not OK (if any one distance determination result is NG), the interlock control unit 65 controls the jacks 10f and 10r regardless of the operation of the lower operating device 27. Regulates the expansion and contraction of the Note that the interlock control unit 65 detects the ID information of each wheel chock device 105 (105A to 105D) from the electric signal received from the vehicle-side receiver 70, and obtains the determination result information (distance determination result). The determination result information (distance determination result) of which wheel chock device 105 (105A to 105D) is identified is identified (the same applies to other embodiments).

Note that such operation regulation of the jacks 10f and 10r by the interlock control unit 65 is such that the operation control unit 61 does not receive an operation signal even if a jack operation is performed, or the operation control unit 61 prevents the operation signal from being received by the jack operation. This is done by imposing operational restrictions on the operation control unit 61, such as not electromagnetically driving the electromagnetic proportional control valve V1 corresponding to the jack cylinder 11 even if an operation signal based on the operation is received. . Further, in addition to regulating the operation of the jacks 10f and 10r, an alarm may be activated by, for example, an alarm sound, an alarm lamp, an alarm display, etc. to alert the operator.

As described above, according to the fifth embodiment, it is possible to prevent the jacks 10f and 10r from expanding and contracting when the wheel chock device 105 is not installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. This prevents human errors such as an operator accidentally installing the wheel chock device 101 in an inappropriate position (a position that does not function as a wheel chock) or forgetting to install the wheel chock device 101. This makes it possible to prevent the vehicle from running away.

[Sixth embodiment]
Next, a safety device 206 including a wheel chock device 106 according to a sixth embodiment of the present invention will be described with reference to FIG. 12. The safety device 206 of the sixth embodiment basically has the same configuration as the safety device 205 of the fifth embodiment, and has the same configuration (or has the same function) as the above embodiment. The same reference numerals are used for omitting redundant explanation, and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 106 includes a wheel chock member 120, a holding section 126, a distance sensor 130, a power supply section 140, a display section 150, a control section 161, and a transmitting section 170. Although only one wheel chock device 106 is illustrated in FIG. 12, four wheel chock devices 106 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 106, the terms "wheel chock device 106A,""wheel chock device 106B,""wheel chock device 106C," and "wheel chock device 106D" will be used for convenience. (See Figure 12).

The control unit 161 controls the operations of the distance sensor 130, the power supply unit 140, the transmission unit 170, etc., and realizes the functions of the wheel chock device 106. Note that, unlike the control unit 160 of the embodiment described above, this control unit 161 does not include a determination device that determines whether the detected distance of the distance sensor 130 is within the first determination distance. Therefore, the display section 150 is not equipped with the distance determination lamp 151, but only with the power lamp 154.

The transmitting unit 170 is electrically connected to the distance sensor 130 via the control unit 161, and converts the electric signal (detection information) output from the distance sensor 130 into a radio signal, for example, using Bluetooth (registered trademark). ) and ZigBee (registered trademark), this radio signal (detection information) is wirelessly transmitted at predetermined time intervals.

The safety device 206 mainly includes a wheel chock device 106, a vehicle-side receiving section 70, and a controller 60.

The vehicle-side receiving section 70 is provided on the vehicle body 2 near the controller 60. This vehicle-side receiving section 70 is configured as a wireless receiver capable of wireless communication with the transmitting section 170 of all the wheel chock devices 106 (four wheel chock devices 106A to 106D in this embodiment). This vehicle-side receiving section 70 receives a radio wave signal (detection result information) wirelessly transmitted from the transmitting section 170 of each wheel chock device 106, converts it into an electrical signal, and converts the electrical signal (detection result information) into an electrical signal. The data is sent to the controller 60.

The controller 60 includes an operation control section 61, a distance determination section 62, and an interlock control section 65.

The distance determination unit 62 has the same function as the control unit 160 of the wheel chock device 101 of the first embodiment, and executes the same determination process as the distance determination performed by the control unit 160. Specifically, the distance determining unit 62 determines whether the detected distance of the distance sensor 130 is equal to or less than a preset first determination distance based on the detection result information transmitted from the vehicle-side receiving unit 70. . That is, the distance determination unit 62 determines whether the wheel chock device 106 is installed at an appropriate distance (near the tire wheel 5) with respect to the outer peripheral surface 5t of the tire wheel 5, based on the detected distance of the distance sensor 130. judge. As this first determination distance, for example, "10 cm" is set, as in the first embodiment. Here, if the detected distance of each distance sensor 130 is less than or equal to the first determination distance, the distance determination unit 62 determines that the wheel chock device 106 is installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. to judge. On the other hand, if the detection distance of each distance sensor 130 exceeds the first determination distance, the distance determination unit 62 determines whether the wheel chock device 106 is installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. It is determined that there is no such thing. Note that this distance determination is performed for each of the wheel chocks 106 (106A to 106D).

When the distance determining unit 62 determines that all the wheel chock devices 106 (106A to 106D) are installed at an appropriate distance from the outer peripheral surface 5t of each tire wheel 5, the interlock control unit 65 performs the interlock control unit 65. , allows the jacks 10f and 10r to extend and contract in response to the operation of the lower operating device 27. On the other hand, the interlock control unit 65 determines in the distance determination unit 62 that all the wheel chock devices 106 (106A to 106D) are not installed at an appropriate distance from each tire wheel 5 (at least one of the wheel chock devices If it is determined that the jacks 106 are not installed at an appropriate distance from the tire wheels 5, the extension and contraction operations of the jacks 10f and 10r are restricted regardless of the operation of the lower operating device 27.

As described above, according to the sixth embodiment, similarly to the fifth embodiment, the jacks 10f and 10r extend and contract when the wheel chock device 106 is not installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. Since it is possible to prevent the wheel chock device 106 from activating in advance, it is possible for the operator to accidentally install the wheel chock device 106 in an inappropriate position (a position that does not function as a wheel chock) It is possible to suppress human errors such as forgetting to install the device and prevent vehicles from running away.

[Seventh embodiment]
Next, a safety device 207 including a wheel chock device 107 according to a seventh embodiment of the present invention will be described with reference to FIG. 13. The safety device 207 of the seventh embodiment basically has the same configuration as the safety device 206 of the sixth embodiment, and has the same configuration (or configuration having the same function) as the above embodiment. The same reference numerals are used for omitting redundant explanation, and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 107 includes a wheel chock member 120, a holding section 126, a distance sensor 130, a power supply section 140, a display section 150, a control section 161, and a transmitting section 170. Although only one wheel chock device 107 is illustrated in FIG. 13, four wheel chock devices 107 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 107, for convenience, they will be referred to as "wheel chock device 107A," "wheel chock device 107B," "wheel chock device 107C," and "wheel chock device 107D." (See Figure 13).

The safety device 207 mainly includes a wheel chock device 107, a vehicle-side receiving section 70, a jack grounding detector 80, and a controller 60.

A jack ground detector 80 is attached to each jack device 10 to detect whether or not the jacks 10f, 10r have touched the ground (parking road surface). The jack grounding detector 80 is composed of, for example, a limit switch, and outputs an ON signal when the jacks 10f and 10r are grounded, and outputs an OFF signal when the jacks 10f and 10r are grounded. Each jack grounding detector 80 is electrically connected to the controller 60 , and a detection signal (ON signal, OFF signal) output from this jack grounding detector 80 is input to the controller 60 . Although only one jack grounding detector 80 is shown in FIG. 13 due to space limitations, four jack grounding detectors 80 corresponding to the four jacking devices 10 are actually provided. .

The controller 60 includes an operation control section 61 , a distance determination section 62 , a distance storage section 63 , a ground-cut determination section 64 , an interlock control section 65 , and an alarm activation section 69 .

Similarly to the sixth embodiment, the distance determining unit 62 determines whether the detected distance of each distance sensor 130 is equal to or less than a preset first determination distance based on the detection result information transmitted from the vehicle-side receiving unit 70. If the detection distance of each distance sensor 130 is equal to or less than the first determination distance, it is determined that the wheel chock device 107 is installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. If the detection distance of each distance sensor 130 exceeds the first determination distance, it is determined that the wheel chock device 107 is not installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. .

Further, the distance determination unit 62 determines that the detection distance of each distance sensor 130 is equal to or less than the first determination distance in a state in which the jack grounding detector 80 detects that all the jacks 10f and 10r are not in the grounded state. If it is determined that this is the case, this detected distance is stored in the distance storage unit 63 as the detected distance when all the jacks 10f and 10r are not in contact with the ground (hereinafter referred to as "reference distance").

When the jack grounding detector 80 detects that all the jacks 10f and 10r are in a grounded state due to the jack 10f and 10r being extended, the ground breaking determination unit 64 detects the vehicle side receiving unit. The detection distance of the distance sensor 130 sent from the distance sensor 70 is compared with the reference distance stored in the distance storage unit 63 to determine whether each tire wheel 5 is off the ground. ). Here, when the distance detected by the distance sensor 130 is greater than the reference distance stored in the distance storage section 63 by a predetermined value (for example, 3 cm), the ground-off determination section 64 determines that the tire wheel 5 has cut off the ground. It is determined that the tire wheel 5 has left the ground. Note that this ground-off determination is performed for each of the detection results of the distance sensors 130 of all the wheel lock devices 107A to 107D. That is, basically, based on the detection results of the distance sensors 130 of the four wheel chock devices 107A to 107D, on the premise that the wheel chock device 107 is installed on each of the four tire wheels 4, It is determined whether all the tires 5 are cut off.

As in the sixth embodiment, the interlock control unit 65 is configured to ensure that all the wheel chock devices 107 (107A to 107D) are installed at appropriate distances from the outer peripheral surface 5t of each tire wheel 5 in the distance determination unit 62. If it is determined that the lower operation device 27 is operated, the jacks 10f and 10r are allowed to extend and contract in response to the operation of the lower operating device 27. On the other hand, the interlock control unit 65 determines in the distance determination unit 62 that all the wheel chock devices 107 (107A to 107D) are not installed at an appropriate distance from each tire wheel 5 (at least one of the wheel chock devices 107 is not installed at an appropriate distance from the tire wheel 5, the extension and contraction operations of the jacks 10f and 10r are restricted regardless of the operation of the lower operating device 27.

Further, the interlock control unit 65 determines that all the tire wheels 5 have been cut off the ground in the ground cutting determination unit 64 (the detected distances of all the distance sensors 130 are lower than the reference distance stored in the distance storage unit 63). If it is determined that the value has increased by more than the value, the boom 30 is allowed to operate in accordance with the operation of the upper operating device 45. On the other hand, if the ground cutting determination unit 64 does not determine that all the tires and wheels 5 have broken the ground (it is determined that even one tire wheel 5 has not broken the ground), the interlock control unit 65 ), the operation of the boom 30 is restricted regardless of whether the upper operating device 45 is operated.

When the lower operating device 27 is operating the jacks 10f, 10r to store them (when the lower operating device 27 is outputting the storing operation signal for the jacks 10f, 10r), the alarm activation unit 69 is activated by the vehicle-side receiving unit. Based on the detection result information of the distance sensor 130 sent from the distance sensor 70, it is determined whether the detected distance of the distance sensor 130 is less than or equal to a preset second determination distance. That is, the alarm activation unit 69 determines whether the wheel chock device 107 is installed near the bottom of the tire wheel 5 based on the detected distance of the distance sensor 130 during the retraction operation of the jacks 10f and 10r. In other words, it is determined whether the wheel chock device 107 has not been put away. In this embodiment, for example, "30 cm" is set as the second determination distance. Here, the alarm activation unit 69 determines that the wheel chock device 107 is installed near the bottom of the tire wheel 5 when the detected distance of the distance sensor 130 is less than or equal to the second determination distance. On the other hand, if the detection distance of the distance sensor 130 is not equal to or less than the second determination distance, the alarm activation unit 69 determines that the wheel chock device 107 is not installed near the bottom of the tire wheel 5, and The alarm device 90 provided in the driving cabin 7 is activated. As the alarm device 90, for example, an alarm device such as a buzzer or a speaker that emits an alarm sound can be applied. This warning device 90 outputs a warning sound such as a predetermined electronic sound or a voice message to notify that the wheel chock device 107 is not installed near the bottom of the tire wheel 5 while the jacks 10f and 10r are being retracted. inform. Here, when the distance between the wheel chock device 107 and the tire wheel 5 is not within the second determination distance during the retracting operation of the jacks 10f and 10r, for example, after jacking up the vehicle, the wheel chock device 107 is placed on the parking road surface. This may be the case when the wheel chock device 107 is emptied or the position or orientation of the wheel chock device 107 is shifted during work. The reason why the second determination distance (for example, 30 cm) is set to a larger value than the first determination distance (for example, 10 cm) is that the detection distance of the distance sensor 130 (tire wheel 5 When the vehicle is jacked up and jacked down, the parking position before jacking up and the parking position after jacking down may shift back and forth. This is because the position may shift back and forth from the original ground contact position), and this amount is added as a margin.

As described above, according to the seventh embodiment, similarly to the fifth embodiment, the jacks 10f and 10r extend and contract when the wheel chock device 107 is not installed at an appropriate distance from the outer peripheral surface 5t of the tire wheel 5. Since it is possible to prevent the wheel chock device 107 from activating, it is possible for the operator to accidentally install the wheel chock device 107 in an inappropriate position (a position that does not function as a wheel chock) It is possible to suppress human errors such as forgetting to install the device and prevent vehicles from running away.

Furthermore, according to the seventh embodiment, the distance to the parked tire wheel 5 is compared before and after the jacks 10f, 10r touch down, and it is determined whether the tire wheel 5 has grounded or not based on the amount of change. Since it is possible to determine whether or not the jacks 10f and 10r have lifted and supported the vehicle body 2, it is possible to reliably detect whether the tire wheels 5 have broken off the ground without relying on the operator's visual judgment. becomes.

In addition, according to the seventh embodiment, the distance from the tire wheel 5 is detected during the retracting operation of the jacks 10f, 10r, and it is determined whether the wheel chock device 107 is installed near the bottom of the tire wheel 5. This makes it possible to further reduce the risk of the vehicle running away when jacking up and down.

[Eighth embodiment]
Next, a wheel chock device 108 according to an eighth embodiment of the present invention will be described with reference to FIG. 14. The wheel chock device 108 of the eighth embodiment basically has the same configuration as the wheel chock device 101 of the first embodiment, and has the same configuration (or the same function) as the above embodiment. The same reference numerals will be used for the configuration), redundant explanation will be omitted, and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 108 includes a wheel chock member 120, a holding section 126, a distance sensor 130, a power supply section 140, a display section 150, a control section 160, and a tilt switch 180. Although only one wheel chock device 108 is shown in FIG. 14, four wheel chock devices 108 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 108, the terms "wheel chock device 108A," "wheel chock device 108B," "wheel chock device 108C," and "wheel chock device 108D" will be used for convenience. (See FIG. 14).

The tilt switch 180 is electrically connected to the power supply unit 140 and supplies and cuts off power from the power supply unit 140 to each part of the wheel chock device 108 according to changes in the tilt angle of the wheel chock device 108 . Here, the inclination angle of the wheel stopper 108 refers to the case where the grounding part 121 of the wheel stopping member 120 is horizontal (the tip end and the base end of the grounding part 121 are If the tip of the ground contact part 121 is higher than the base end, it becomes a positive angle (positive angle), and the tip of the ground contact part 121 is higher than the base end. It becomes a negative angle (minus angle) when the angle also becomes lower.

The tilt switch 180 is, for example, a mechanical tilt switch that switches ON/OFF of contacts (between terminals) by physically moving a metal ball sealed inside. The inclination switch 180 has different ON/OFF states of contacts depending on whether the inclination angle of the wheel chock device 108 is within a predetermined angle range or the case where the inclination angle of the wheel chock device 108 is not within a predetermined angle range. . In this embodiment, the predetermined angle range is designed to be, for example, an angle range of "-10 degrees to +10 degrees." This predetermined angle range is set in accordance with the permissible inclination angle (-7 degrees to 3 degrees: a negative value indicates a depression angle) of the parking road surface at which the aerial work vehicle 1 can work (capable of stably supporting the vehicle body 2). It is what was done. In other words, the fact that the inclination angle of the wheel chock device 108 is within the predetermined angle range means that the wheel chock device 108 is in a posture installed on the parking road surface of the aerial work vehicle 1 (that is, the wheel chock device 108 is installed on the tire wheel 5). Therefore, the inclination switch 180 turns the contact ON (energized state) when the inclination angle of the wheel chock device 108 is within a predetermined angle range, that is, when the wheel chock device 108 is installed on the parking road surface. By doing so, power is supplied to each part of the wheel chock device 108. On the other hand, the inclination switch 180 turns the contact OFF (de-energized state) when the inclination angle of the wheel chock device 108 is outside the predetermined angle range, that is, when the wheel chock device 108 is not installed on the parking road surface. By doing so, the power supply to each part of the wheel chock device 108 is cut off.

As described above, according to the eighth embodiment, the power is turned on when the wheel chock device 108 is in the posture installed on the parking road surface, and the power is turned off when the wheel chock device 108 is not in the posture installed on the parking road surface. Therefore, wasteful power consumption of the power supply unit 140 can be suppressed, and the power can be prevented from turning off while the wheel chock device 108 is in use, and there is no need to turn the power on and off when starting or finishing work. , it becomes possible to improve the usability and workability of the wheel chock device 108. Further, in the eighth embodiment, similarly to the first embodiment, it is possible to contribute to installing the wheel chock device 108 at an appropriate position with respect to the tire wheel 5.

[Ninth embodiment]
Next, a wheel chock device 109 according to a ninth embodiment of the present invention will be described with reference to FIGS. 15 to 17. The wheel chock device 109 of the ninth embodiment basically has the same configuration as the wheel chock device 101 of the first embodiment, and has the same configuration (or the same function) as the above embodiment. The same reference numerals will be used for the configuration), redundant explanation will be omitted, and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 109 includes a wheel chock member 120, a distance sensor 130, a power supply section 140, a display section 150, a control section 160, and a power opening/closing section 181. In the following description, electronic devices (electronic devices) such as the distance sensor 130, the display section 150, and the control section 160 may be collectively referred to as "electronic device D." Furthermore, although only one wheel chock device 109 is shown in FIGS. 15 and 16, four wheel chock devices 109 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 109, the terms "wheel chock device 109A," "wheel chock device 109B," "wheel chock device 109C," and "wheel chock device 109D" will be used for convenience. (See FIG. 15).

The power switch 181 includes a first tilt switch 182, a second tilt switch 183, and a latch circuit 184, as shown in FIG.

Each tilt switch 182, 183 is attached inside the holding part 126. The tilt switches 182 and 183 are, for example, non-contact type tilt switches that have a built-in detection element such as a photointerrupter inside the switch, and have a certain angle range (±10 degrees in this embodiment) with respect to the horizontal state. ) is a normally closed type tilt switch that turns ON. As shown in FIG. 16(A), the first inclination switch 182 is installed so that it is in a horizontal state when the inclination angle of the wheel chock device 109 is 0 degrees. Therefore, the first inclination switch 182 is turned ON when the inclination angle of the wheel chock device 109 is within the first angle range (0 degrees ± 10 degrees), and outputs an ON signal as the detection signal. As shown in FIG. 16(B), the second inclination switch 183 is connected to the first inclination switch 182 so that it is in a horizontal state when the inclination angle of the wheel chock device 109 is a predetermined angle (-70 degrees). It is installed at an angle of 70 degrees. Therefore, the second inclination switch 183 is turned on when the inclination angle of the wheel chock device 109 is within the second angle range (-70 degrees ±10 degrees), and outputs an ON signal as a detection signal.

The first angle range is set to a range of inclination angles that can be taken when the wheel chock device 109 is installed on the parking road surface, that is, an angle range that corresponds to the allowable inclination angle of the parking road surface on which the wheel chock device 109 is placed. ing. Specifically, this first angle range is determined by adding a predetermined margin to the permissible inclination angle of the parking road surface for the aerial work vehicle 1 (for example, -7 degrees to 3 degrees; a negative value indicates an angle of depression). The angle range is set to (0 degrees ± 10 degrees).

The second angular range is set to a range of inclination angles that can be taken when the wheel chock device 109 is stored in the wheel chock storage section 15, that is, an angular range that corresponds to the stored posture of the wheel chock device 109. The stored position of the wheel chock device 109 is such that the wheel chock device 109 is tilted by a predetermined angle (-70 degrees in this embodiment) with respect to the horizontal plane, that is, the inclination angle of the wheel chock device 109 is a predetermined angle (-70 degrees). degree). As a result, when the wheel chock device 109 is stored in the wheel chock storage section 15, the inclination angle of the wheel chock device 109 becomes a predetermined angle (-70 degrees). Therefore, this second angle range is an angular range (-70 degrees ± 10 degrees) with a predetermined margin added to the inclination angle (-70 degrees) when the wheel chock device 109 is stored in the wheel chock storage section 15. ) is set.

The latch circuit 184 includes a first relay 185, a second relay 186, and a third relay 187, as shown in FIG. Contact 185a of first relay 185 and contact 186a of second relay 186 are normally open contacts, and contact 187a of third relay 187 is a normally closed contact. Further, the first relay 185 is connected to the first tilt switch 182, and the third relay 187 is connected to the second tilt switch 183. Further, a contact 187a of the third relay 187 is connected to the power supply section 140, and is also connected to a contact 185a of the first relay 185 and a contact 186a of the second relay 186, respectively. Further, a contact 185a of the first relay 185 and a contact 186a of the second relay 186 are connected in parallel to each other, and are also connected to the electronic device D, respectively.

Here, the operation of the power switch 181 will be explained. First, when the wheel chock device 109 is installed on the ground (parking road surface) and the inclination angle of the wheel chock device 109 is within the first angle range, the first tilt switch 182 is turned on, and the first relay 185 switches from OFF to ON, and the contact 185a of this first relay 185 closes. Thereby, the power of the power supply unit 140 is supplied to the electronic device D (each part of the wheel chock device 109) via the contact 187a and the contact 185a. Further, when the contact 185a of the first relay 185 is closed, the second relay 186 is switched from OFF to ON, and the contact 186a of the second relay 186 is closed. Therefore, even if the wheel chock device 109 is tilted (the inclination angle of the wheel chock device 109 is outside the first angle range) and the first tilt switch 182 is turned off (the contact 185a of the first relay 185 is opened). ), unless the second tilt switch 183 is turned on, the second relay 186 continues to be turned on, and the power from the power supply section 140 is supplied to the electronic device D (each part of the wheel chock device 109) through the contacts 187a and 186a. is supplied to

On the other hand, when the wheel chock device 109 is stored in the wheel chock storage section 15 and the tilt angle of the wheel chock device 109 falls within the second angle range, the second tilt switch 183 is turned on, and the third relay 187 is turned on. Switched to OFF, contact 187a of third relay 187 opens. When the contact 187a of the third relay 187 opens, the second relay 186 switches from ON to OFF, and the contact 186a of the second relay 186 opens. As a result, contacts 185a to 187a of all relays 185 to 187 are opened, and power supply to electronic device D (each part of wheel chock device 109) is cut off. That is, when the wheel chock device 109 is stored in the wheel chock storage section 15, the power to the wheel chock device 109 is cut off (the power is turned off).

As described above, according to the ninth embodiment, the power is turned on when the wheel chock device 109 is in the posture installed on the parking road surface, and the power is turned on when the wheel chock device 109 is in the posture stored in the wheel chock storage section 15. Since the power is turned OFF, wasteful power consumption of the power supply unit 140 can be suppressed, and the power can be prevented from turning off while the wheel chock device 109 is in use. The OFF operation becomes unnecessary, and it becomes possible to improve the usability and workability of the wheel chock device 109. Also, in the ninth embodiment, similarly to the first embodiment, it is possible to contribute to installing the wheel chock device 109 at an appropriate position with respect to the tire wheel 5.

[Tenth embodiment]
Next, a safety device 210 including a wheel chock device 110 according to a tenth embodiment of the present invention will be described with reference to FIG. 18. The wheel chock device 110 of the tenth embodiment basically has the same configuration as the wheel chock device 109 of the ninth embodiment, and has the same configuration (or the same function) as the above embodiment. The same reference numerals will be used to omit redundant explanations for the configurations (including configurations), and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 110 includes a wheel chock member 120, a distance sensor 130, a power supply section 140, a display section 150, a control section 161, a transmitting section 170, and a power opening/closing section 181. Note that in the following description, electronic devices (electronic devices) such as the distance sensor 130, the display section 150, the control section 161, and the transmitter 170 are collectively referred to as "electronic device D", as in the ninth embodiment. There are cases. Moreover, although only one wheel chock device 110 is illustrated in FIG. 18, four wheel chock devices 110 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 110, the terms "wheel chock device 110A," "wheel chock device 110B," "wheel chock device 110C," and "wheel chock device 110D" will be used for convenience. (See FIG. 18).

In addition to the first tilt switch 182 (see FIG. 17), the second tilt switch 183 (see FIG. 17), and the latch circuit 184 (see FIG. 17), the power switch 181 includes a wheel chock device 110. A delay circuit 188 is provided to delay power-off for a predetermined period of time. This delay circuit 188 is configured such that even when the inclination angle of the wheel chock device 110 falls within the second angle range (when the wheel chock device 110 is in the retracted state), a predetermined period of time (for example, 5 minutes) is set. The power is kept on until the predetermined time has elapsed, and the power is turned off when the predetermined time has elapsed.

The transmitter 170 wirelessly transmits, as the detection information of the second inclination switch 183, the detection information on whether the inclination angle of the wheel stop device 110 is within the second angle range to the vehicle-side receiver 70. Note that even if the inclination angle of the wheel chock device 110 falls within the second angle range (even if the second tilt switch 183 is turned off), the transmitter 170 turns off the power of the wheel chock device 110. By delaying the timing by a predetermined time by the delay circuit 188, the detection information of the second tilt switch 183 can be wirelessly transmitted to the vehicle-side receiving unit 70 until the predetermined time elapses.

The safety device 210 mainly includes a wheel chock device 110, a travel preparation detector 81, a vehicle-side receiving section 70, and a controller 60.

The travel preparation detector 81 detects whether or not a travel preparation operation for the vehicle (high-altitude work vehicle 1) has been performed. The travel preparation operation is a preparation operation performed before the vehicle starts traveling, such as an operation to switch the PTO operating lever 55 from the ON position to the OFF position, or an operation to release the parking brake (handbrake). This includes operations such as opening and closing the door of the driver's cabin 7 in order to get into the driver's seat. The travel preparation detector 81 includes, for example, a PTO detector that detects the operating state of the PTO operating lever 55 (ON/OFF state of the power take-off mechanism PTO), and a parking brake sensor that detects whether the parking brake is operating. , a door opening/closing sensor that detects opening/closing of the door of the driving cabin 7, etc.

The controller 60 includes an operation control section 61 , a distance determination section 62 , an interlock control section 65 , a wheel chock storage determination section 67 , a travel preparation determination section 68 , and an alarm activation section 69 . Note that the operation control section 61, the distance determination section 62, and the interlock control section 65 are the same as those in the above-mentioned sixth embodiment, and therefore, redundant explanation will be omitted here.

The wheel chock storage determining section 67 determines whether the wheel chock device 110 is in a state stored in the wheel chock storage section 15 (stored state) based on the detection information of the second tilt switch 183. Here, the wheel chock storage determining unit 67 determines that the wheel chock device 110 is in the retracted state when the second tilt switch 183 is ON (when the tilt angle of the wheel chock device 110 is within the second angle range). to judge. On the other hand, when the second tilt switch 183 is OFF, the wheel chock retraction determining unit 67 determines that the wheel chock device 110 is in a non-retracted state (not in a retracted state).

Based on the detection information from the travel preparation detector 81, the travel preparation determination unit 68 determines whether or not a vehicle travel preparation operation has been performed (that is, whether the vehicle has entered the pre-driving state (driving preparation state) or not. ).

The alarm activation unit 69 determines that the travel preparation determination unit 68 determines that the vehicle travel preparation operation has been performed while the wheel chock retraction determination unit 67 determines that the wheel chock device 110 is not in the retracted state. In this case, an alarm device 90 provided in the driver's cabin 7 is activated in order to alert the operator to forgetting to store the wheel chock device 110 after the work is completed.

As described above, according to the tenth embodiment, when the vehicle travel preparation operation is performed with the wheel chock device 110 not stored in the wheel chock storage section 15, the alarm device in the driving cabin 7 is activated and By alerting the operator, it is possible to effectively prevent the operator from forgetting to store the wheel chock device 110. In the tenth embodiment, as in the above-described embodiments, it is possible to contribute to installing the wheel chock device 110 at an appropriate position with respect to the tire wheel 5, and also to prevent unnecessary power consumption of the power supply section 140. Can be suppressed.

[Eleventh embodiment]
Next, a safety device 211 including a wheel chock device 111 according to an eleventh embodiment of the present invention will be described with reference to FIG. 19. The wheel chock device 111 of the eleventh embodiment basically has the same configuration as the wheel chock device 109 of the ninth embodiment, and has the same configuration (or the same function) as the above embodiment. The same reference numerals will be used for the configuration), redundant explanation will be omitted, and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 111 includes a wheel chock member 120, a distance sensor 130, a power supply section 140, a display section 150, a control section 161, a transmitting section 170, and a power opening/closing section 181. Note that the power switch 181 is not provided with a delay circuit 188, unlike the tenth embodiment. Moreover, although only one wheel chock device 111 is illustrated in FIG. 19, four wheel chock devices 111 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 111, the terms "wheel chock device 111A," "wheel chock device 111B," "wheel chock device 111C," and "wheel chock device 111D" will be used for convenience. (See Figure 19).

The safety device 211 mainly includes a wheel chock device 111 , a running preparation detector 81 , a wireless power supply device 91 , a current sensor 82 , a vehicle-side receiving section 70 , and a controller 60 .

The wireless power supply device 91 is a power supply device that transmits and receives power wirelessly using, for example, electromagnetic induction, and mainly includes a power transmission section 92 provided on the vehicle body 2 and a power reception section 142 provided on the wheel chock device 111. It is composed of This wireless power supply device 91 is configured to be able to charge the power supply section 140 of the wheel chock device 111 when the wheel chock device 111 is stored in the wheel chock storage section 15 .

The power transmission section 92 is provided at a position near the wheel stop storage section 15 in the lower part of the vehicle body 2 . This power transmission section 92 includes a power transmission coil 93 and is electrically connected to a power supply section (not shown) provided in the vehicle (for example, a vehicle battery).

The power receiving section 142 is provided in the holding section 126 of the wheel chock device 111. This power receiving section 142 includes a power receiving coil 143 and is electrically connected to the power supply section 140 . When the wheel chock device 111 is stored in the wheel chock storage section 15, the power transmitting section 92 (power transmitting coil 93) and the power receiving section 142 (power receiving coil 143) are arranged to face each other.

In the wireless power supply device 91 having such a configuration, the power transmission coil 93 generates a magnetic field according to the power (AC power) input from a power supply unit (not shown). The power receiving coil 143 receives power wirelessly from the power transmitting coil 93 by magnetically coupling with the power transmitting coil 93 and generating an induced electromotive force through electromagnetic induction (converting the magnetic energy transmitted from the power transmitting coil 93 into electrical energy). and output). The power (AC power) output from the power receiving coil 143 is adjusted by a rectifier circuit (not shown) (converted to DC power with a voltage value appropriate for charging the power supply unit 140), and then applied to the power supply unit 140. be done. Thereby, the power supply unit 140 is charged by the wireless power supply device 91.

Current sensor 82 detects the current (charging current) supplied from wireless power supply device 91 to power supply unit 140 . Note that this current sensor 82 may be one that detects the current flowing through the power transmitting coil 93 or the power receiving coil 143.

The controller 60 includes an operation control section 61 , a distance determination section 62 , an interlock control section 65 , a charge determination section 66 , a wheel chock storage determination section 67 , a travel preparation determination section 68 , and an alarm activation section 69 . Be prepared. Note that the operation control section 61, the distance determination section 62, and the interlock control section 65 are the same as those in the above-mentioned sixth embodiment, and therefore, redundant explanation will be omitted here.

The charging determination section 66 determines whether the power supply section 140 is in a charging state based on the detection information of the current sensor 82. Here, the charging determination section 66 determines that the power supply section 140 is being charged when it is determined that a current equal to or greater than a predetermined threshold is flowing based on the detection information from the current sensor 82 .

The wheel chock storage determination section 67 determines that the wheel chock device 111 is stored in the wheel chock storage section 15 when the charging determination section 66 determines that the power supply section 140 is in the charging state. judge. That is, in this embodiment, in order to charge the power supply unit 140 of the wheel chock device 111 with the wireless power supply device 91, the wheel chock device 111 needs to be stored in the wheel chock storage section 15. Based on whether or not the power supply section 140 is in a charging state, it is possible to determine whether the wheel chock device 111 is stored in the wheel chock storage section 15 or not.

The travel preparation determination unit 68 determines whether or not a vehicle travel preparation operation has been performed (whether or not the vehicle has entered the pre-driving state (driving preparation state) based on the detection information from the travel preparation detector 81). Determine.

The alarm activation unit 69 determines that the travel preparation determination unit 68 determines that a vehicle travel preparation operation has been performed while the wheel chock retraction determination unit 67 determines that the wheel chock device 111 is not retracted. In this case, an alarm device 90 provided in the driver's cabin 7 is activated in order to alert the operator to forgetting to store the wheel chock device 111 after the work is completed.

As described above, according to the eleventh embodiment, similarly to the tenth embodiment, when the vehicle travel preparation operation is performed with the wheel chock device 111 not stored in the wheel chock storage section 15, the driving cabin 7 By activating the alarm device 90 inside the vehicle to alert the worker, it is possible to effectively prevent the worker from forgetting to store the wheel chock device 111. Note that in the eleventh embodiment as well, similarly to the above embodiments, it is possible to contribute to installing the wheel chock device 111 at an appropriate position with respect to the tire wheel 5, and to prevent unnecessary power consumption of the power supply section 140. Can be suppressed.

[Twelfth embodiment]
Next, a safety device 212 including a wheel chock device 112 according to a twelfth embodiment of the present invention will be described with reference to FIGS. 20 and 21. The wheel chock device 112 of the twelfth embodiment basically has the same configuration as the wheel chock device 106 of the sixth embodiment, and has the same configuration (or the same function) as the above embodiment. The same reference numerals will be used to omit redundant explanations for the configurations (including configurations), and the explanation will mainly focus on the parts that are different from the above embodiment.

The wheel chock device 112 includes a wheel chock member 120, a holding section 126, a distance sensor 130, a power supply section 140, a control section 161, and a transmitting section 170. Although only one wheel chock device 112 is shown in FIGS. 20 and 21, four wheel chock devices 112 corresponding to the four tire wheels 5 are actually used. In the following description, when it is necessary to distinguish between the four wheel chock devices 112, the terms "wheel chock device 112A," "wheel chock device 112B," "wheel chock device 112C," and "wheel chock device 112D" will be used for convenience. (See FIG. 20).

Here, FIG. 21 is a side view of the wheel stop storage part 15 of the twelfth embodiment. The wheel stop storage section 15 includes a support section 16 provided at the lower part of the vehicle body 2, a storage section main body 17 provided at an intermediate portion of the support section 16, and a bracket section provided at an end of this storage section main body 17. 18. The housing main body 17 is formed in a frame shape with an opening in the vertical direction, and is configured to be able to lock the external portion (ground contact portion 121, stopper portion 122, side portion 125) of the wheel stopper device 112 ( The wheel stopper device 112 is prevented from falling off downward). The placket portion 18 is formed in a shape that covers the window portion 127 side of the holding portion 126 of the wheel stopper member 112 from below when the wheel stopper member 112 is in the retracted state.

In the wheel stop storage section 15 having such a configuration, the wheel stop device 112 is inserted into the storage section main body 17 from above and stored. When the wheel chock device 112 is stored in the wheel chock storage portion 15, the window portion 127 side of the holding portion 26 of the wheel chock device 112 is placed close to or in contact with the bracket portion 18, and the The distance sensor 130 and the bracket part 18 are in a positional relationship facing each other at a close distance with the window part 127 interposed therebetween. Therefore, when the wheel chock device 112 is stored in the wheel chock storage section 15, the distance detected by the distance sensor 130 is the distance (closest distance) between the distance sensor 130 and the bracket section 18.

The safety device 212 mainly includes a wheel chock device 112, a travel preparation detector 81, a vehicle-side receiving section 70, and a controller 60.

The controller 60 includes an operation control section 61 , a distance determination section 62 , an interlock control section 65 , a wheel chock storage determination section 67 , a travel preparation determination section 68 , and an alarm activation section 69 . Note that the operation control section 61, the distance determination section 62, and the interlock control section 65 are the same as those in the above-mentioned sixth embodiment, and therefore, redundant explanation will be omitted here.

The wheel chock storage determination unit 67 determines, based on the detection information of the distance sensor 130, whether the detected distance of the distance sensor 130 is equal to or less than a preset third determination value. In this embodiment, for example, "2 cm" is set as the third determination value. Here, when the detection distance of the distance sensor 130 is less than or equal to the third judgment value, that is, when the distance between the distance sensor 130 and the object is less than or equal to the third judgment value, It is determined that the target object is the bracket part 18 of the wheel chock storage section 15, that is, that the wheel chock device 112 is stored in the wheel chock storage section 15. In this embodiment, even when the stopper part 122 of the wheel chock device 112 is installed in close contact with the outer peripheral surface of the tire wheel 5, the detection distance of the distance sensor 130 is sufficiently larger than the third judgment value (2 cm). Since it is designed to have a long distance (for example, a gap of about 5 cm between the window 127 and the object), by using this third judgment value (2 cm) as the threshold, It is possible to clearly determine whether the wheel chock device 112 is stored in the wheel chock storage section 15 or whether the wheel chock device 112 is installed on the tire wheel 5.

The travel preparation determination unit 68 determines whether or not a vehicle travel preparation operation has been performed (whether or not the vehicle has entered the pre-driving state (driving preparation state) based on the detection information from the travel preparation detector 81). Determine.

The alarm activation unit 69 determines that the travel preparation determination unit 68 determines that a vehicle travel preparation operation has been performed while the wheel chock retraction determination unit 67 determines that the wheel chock device 112 is not retracted. In this case, an alarm device 90 provided in the driver's cabin 7 is activated in order to alert the operator to forgetting to store the wheel chock device 112 after the work is completed.

As described above, according to the twelfth embodiment, similarly to the tenth embodiment, when the vehicle travel preparation operation is performed with the wheel chock device 112 not stored in the wheel chock storage section 15, the driving cabin 7 By activating the alarm device 90 inside to alert the worker, it is possible to effectively prevent the worker from forgetting to store the wheel chock device 112. Further, if the vehicle is prepared to run while the wheel chock device 112 remains installed on the parking road surface, an alarm device in the driver's cabin 7 is activated to alert the operator. In this case, the operator may start running the vehicle without noticing the existence of the wheel chock device 112, i.e., the vehicle that has started running may hit the wheel chock device 112 and come to a sudden stop, or the vehicle that has started running may suddenly stop. It is possible to avoid a situation where the vehicle becomes unstable due to the vehicle running over the wheel chock device 112, and it is possible to ensure driving safety. Further, in the twelfth embodiment, as in the above embodiments, it is possible to contribute to installing the wheel chock device 112 at an appropriate position with respect to the tire wheel 5.

Note that the present invention is not limited to the above embodiments, and can be modified as appropriate without departing from the gist of the present invention. Furthermore, the present invention also applies to combinations of the constituent elements described in the above embodiments, or parts of the constituent elements described in the above embodiments that are deleted or converted using well-known or commonly used techniques. It is within the scope of the invention.

For example, although the wheel lock devices 105 to 112 of the fifth to twelfth embodiments are not equipped with the inclination angle sensor 133, the configuration is not limited to this, and Similarly to the wheel chock devices 103 and 104 of this embodiment, a tilt angle sensor 133 may be provided. In that case, the control unit 160 or the controller 60 determines whether the inclination angle of the wheel chock devices 105 to 112 is equal to or greater than a preset determination angle, that is, whether the wheel chock devices 105 to 112 are installed in an appropriate direction. It is preferable to determine whether the wheel chock devices 105 to 112 are installed with their tips facing uphill.

Further, the wheel lock devices 106, 107, 110, 111, 112 of the sixth to seventh embodiments and the tenth to twelfth embodiments are equipped with a determination device for the control unit 161 to perform distance determination. Therefore, the display unit 150 is not equipped with the distance determination lamp 151. However, the configuration is not limited to this, and the display unit 150 may be equipped with the distance determination lamp 151. In that case, The determination result (distance determination result) of the distance determination unit 62 of the controller 60 is transmitted to the wheel chock device 106, 107, 110, 111, 112 side, and the control unit 161 turns on the distance determination lamp 151 according to this distance determination result. Control to turn on or off may be executed.

Further, in the above embodiment, the wheel chock device is provided with the distance sensor 130 and the inclination angle sensor 133, so that the distance detected by the distance sensor 130 of the wheel chock device installed on the front wheel 5f side and the distance detected by the distance sensor 130 of the wheel chock device installed on the front wheel 5f side are determined. Based on the detected distance of the distance sensor 130 of the wheel chock device and the detected angle of the inclination angle sensor 133 of the wheel chock device installed on the front wheel 10f side or rear wheel 10r side, the jacks 10f and 10r are extended. Based on this, it may be determined whether the vehicle body 2 is in a horizontal state. That is, after detecting the inclination angle of the parking road surface based on the detection angle of the inclination angle sensor 133, the detection distance (distance from the front wheel 5f) of the distance sensor 130 of the wheel chock device installed on the front wheel 5f side and the rear The distance detected by the distance sensor 130 of the wheel chock device installed on the wheel 5r side (distance from the rear wheel 5r) and the distance between the front and rear tires 5f and 5r determined for each wheel base of the vehicle body 2 (known value) Based on this, the control unit 160 or the controller 60 of the wheel chock device may be configured to calculate the inclination angle of the vehicle body 2 with respect to the horizontal plane to determine whether the vehicle body 2 is extended in a horizontal state. good. At that time, if it is determined that the vehicle body 2 is not in a horizontal state, it is preferable to restrict the operation of the boom 30 and the like.

Further, in the above embodiment, the distance determination lamp 151 is turned on when the distance determination result of the control unit 160 is OK, but the configuration is not limited to this, and the distance determination result of the control unit 160 is OK. In this case, the distance determination lamp 151 may be made to blink, and the blinking speed may be made faster or slower as the detection angle of the distance sensor 130 becomes shorter (as the distance approaches the outer peripheral surface 5t of the tire wheel 5).

Furthermore, in the eleventh embodiment, the wireless power supply device 91 was described as an example of the charging device, but the configuration is not limited to this, and for example, a wired charging device using a charging cable may be applied. .

In addition, in the above embodiment, a truck-mounted aerial work vehicle has been described as an example of the work vehicle, but it is not limited to this, and examples include a land-rail work vehicle, a bridge inspection vehicle, a crane vehicle, etc. Other work vehicles may also be used. Further, in the above embodiment, a PTO-driven aerial work vehicle that extracts power from the engine using a PTO mechanism (power take-off mechanism) to drive a hydraulic pump has been described as an example, but the invention is not limited to this. , an electrically driven (battery-driven) aerial work vehicle, or a hybrid type aerial work vehicle that is equipped with both and selectively switches the power source.

1 Aerial work vehicle (work vehicle)
2 Vehicle body 5 Tire wheels 10 Jack device 15 Wheel chock storage section 30 Boom 40 Workbench 60 Controller 61 Operation control section 62 Distance determination section 64 Ground cutting determination section 65 Interlock control section 66 Charging determination section 67 Wheel chock storage determination section 68 Traveling Readiness determination unit 69 Alarm activation unit 70 Vehicle-side receiving unit (receiving unit)
81 Travel preparation detector (travel preparation operation detection unit)
82 Current sensor 90 Alarm device 91 Wireless power supply device (charging device)
101 Wheel chock device (first embodiment)
102 Wheel chock device (second embodiment)
103 Wheel chock device (third embodiment)
104 Wheel chock device (4th embodiment)
105 Wheel chock device (fifth embodiment)
106 Wheel chock device (6th embodiment)
107 Wheel chock device (7th embodiment)
108 Wheel chock device (8th embodiment)
109 Wheel chock device (9th embodiment)
110 Wheel chock device (10th embodiment)
111 Wheel chock device (11th embodiment)
112 Wheel chock device (12th embodiment)
120 Wheel stopper member 130 Distance sensor (distance detection section)
131 First distance sensor (one distance detection section)
132 Second distance sensor (other distance detection section)
133 Tilt angle sensor (tilt angle detection section)
140 Power supply section 141 Power switch 150 Display section (notification section)
154 Power lamp 160 Control section (judgment section)
170 Transmitter 180 Tilt switch 181 Power opening/closing unit 182 First tilt switch 183 Second tilt switch 184 Latch circuit 190 Alarm unit 205 Safety device (fifth embodiment)
206 Safety device (6th embodiment)
207 Safety device (7th embodiment)
210 Safety device (10th embodiment)
211 Safety device (11th embodiment)
212 Safety device (12th embodiment)
D Electronic equipment

Claims (7)

A portable wheel chock device for regulating the movement of a parked work vehicle,
a wheel stopper installed near wheels provided on the work vehicle on a parking road surface for the work vehicle;
a non-contact distance detection unit that detects the distance to the wheel;
a determination unit that determines whether the distance detected by the distance detection unit is within a preset determination distance;
A wheel stop device comprising: a notification section that reports whether or not the distance detected by the distance detection section is within the judgment distance based on the judgment result of the judgment section. comprising the two distance detecting sections provided on both sides of the wheel stopper member in the width direction, and an alarm section provided on the wheel stopper member that issues a predetermined alarm;
The determination unit operates the alarm unit when the distance detected by one of the distance detection units and the distance detected by the other distance detection unit differs by a predetermined value or more. The wheel chock device according to item 1. an inclination angle detection unit provided on the wheel stopper member to detect an inclination angle of the wheel stopper member with respect to a horizontal plane;
The determination unit determines whether the tip of the wheel stopper is oriented upward on an inclination based on the inclination angle of the wheel stopper with respect to a horizontal plane detected by the inclination angle detection unit;
The wheel stop device according to claim 1 or 2, wherein the notification unit reports whether or not the tip end of the wheel stop member faces upward on an incline based on the determination result of the determination unit. . A work vehicle comprising: a work vehicle having a jack that is extendably and retractably provided at the front and rear of the vehicle body to support the vehicle body; and a portable wheel chock device that restricts movement of the work vehicle while it is parked. A safety device,
The wheel chock device is
a wheel stopper installed near wheels provided on the work vehicle on a parking road surface for the work vehicle;
a non-contact distance detection unit that detects the distance to the wheel;
a determination unit that determines whether the distance detected by the distance detection unit is within a preset determination distance;
and a transmitting unit that transmits the determination result of the determining unit,
The work vehicle is
A safety device for a work vehicle, comprising a receiving section that receives the determination result transmitted by the transmitting section. A work vehicle comprising: a work vehicle having a jack that is extendably and retractably provided at the front and rear of the vehicle body to support the vehicle body; and a portable wheel chock device that restricts movement of the work vehicle while it is parked. A safety device,
The wheel chock device is
a wheel stopper installed near wheels provided on the work vehicle on a parking road surface for the work vehicle;
a non-contact distance detection unit that detects the distance to the wheel;
and a transmitter that transmits the detection result of the distance detector,
The work vehicle is
a receiving unit that receives the detection result transmitted by the transmitting unit;
and a distance determining unit that determines whether the distance detected by the distance detecting unit is within a preset determination distance based on the detection result received by the receiving unit. vehicle safety equipment. The work vehicle is
a boom provided on the vehicle body so as to be capable of at least raising and lowering;
a grounding detector that detects grounding of the jack;
a first detection distance that is a distance detected in advance by the distance detection section before the grounding of the jack is detected in the grounding detector; and a first detection distance that is a distance detected in advance by the distance detection section before the grounding of the jack is detected in the grounding detector; and a second detected distance, which is a distance detected by the part, and determines that the wheel has cut off the ground if the second detected distance is greater than the first detected distance by a predetermined value or more. 6. The safety device for a work vehicle according to claim 5, further comprising a ground cutting determination section. The work vehicle is
a wheel chock storage section that stores the wheel chock device;
a wheel chock storage determining unit that determines whether the wheel chock device is stored in the wheel chock storage unit;
a travel preparation operation detection unit that detects whether a travel preparation operation of the work vehicle has been performed;
When the travel preparation operation detection unit detects a travel preparation operation of the work vehicle while the wheel chock storage determining unit does not detect that the wheel chock device is stored in the wheel chock storage unit. and an alarm activation section that executes a predetermined alarm operation,
The wheel chock storage determining unit stores the wheel chock when determining that the distance detected by the distance detecting unit is within a preset specific distance based on the detection result received by the receiving unit. The safety device for a work vehicle according to claim 5 or 6, wherein the device determines that the device is stored in the wheel chock storage section.

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