JP4448387B2 - Entrainment prevention device - Google Patents

Description

  The present invention relates to an entrainment prevention device.

  In vehicles such as trucks and trailers where the lower part of the vehicle side is not covered with a body panel, a plate-shaped or snowboard is used to prevent pedestrians, motorcycles and passengers from getting caught in the rear wheels of the vehicle. A net-like, net-like, or rod-like side guard is provided between the front and rear wheels to form an entrainment prevention device.

  In a normal entrainment prevention device, the ground clearance at the lower edge of the side guard is set to about 400 mm so as to satisfy the provisions of the Road Transport Vehicle Law. Can't prevent entrainment.

  In addition, an extendable actuator is interposed between the side guard and the vehicle body, and when the vehicle traveling speed is lower than a predetermined value and the driver energizes the turn signal switch, the extendable actuator pushes down the side guard. It has also been proposed to adjust the ground height of the side edge of the lower side guard (see, for example, Patent Document 1).

In Patent Document 1, when the driver energizes the turn signal switch when the traveling speed falls below a predetermined value when turning left or right, the ground height of the lower edge of the side guard is increased by the operation of the telescopic actuator. It narrows.
Microfilm of Japanese Utility Model No. 58-11567 (Japanese Utility Model Publication No. 59-117562)

  However, in the thing of patent document 1, when the vehicle of the state which narrowed the ground height of the side guard lower edge climbs over steps, such as a curbstone, a side guard and a telescopic actuator will be damaged by contact with the step.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide an entrainment prevention device that can avoid damage when contacting a step.

In order to achieve the above-mentioned object, the invention according to claim 1 is provided in such a manner that a side guard that is provided at a lower part on the vehicle side so as to be positioned between front and rear wheels and that can move along a guide member that extends vertically, A linkage incorporating a front link and a rear link that are tilted up and down by rotation, and a front buffer mechanism and a rear buffer mechanism that can be elastically deformed in the axial direction, respectively , A plurality of holes lined up toward the tilting center of the front link are formed, a plurality of holes lined up toward the tilting center of the rear link are drilled in the vertically moving part of the rear link, and to one of a plurality of holes bored in the displacement portion pivotally attached to one end portion of the front of the buffer mechanism, pivotally attached to the other end portion of the front of the buffer mechanism in the front end portion of the side guard, the Up / down movement of rear link One end portion of the rear side of the cushioning mechanism is pivotally connected to one of the connection hole formed at the site, pivotally attached to the other end portion of the rear side of the buffer mechanism in the rear end of the side guards ing.

  In the first aspect of the present invention, when the side guard lower edge touches the step, the buffer mechanism is reduced, the side guard moves upward, and the ground clearance of the side guard lower edge temporarily increases.

  Further, when the side guard passes the step, the buffer mechanism extends and the side guard moves downward, the ground height of the lower edge of the side guard is narrowed, and the state before passing through the step is restored.

Furthermore , the coupling position of the buffer mechanism with respect to the vertically moving part of the linkage is changed to adjust the ascending / descending range of the side guard and the ground height of the lower edge of the side guard at the lowest position.

  According to the entrainment prevention device of the present invention, the following excellent effects can be obtained.

  (1) In the first aspect of the invention, when the side guard is pushed up, the shock absorbing mechanism is reduced in the axial direction, so that a large impact force does not act on the side guard or the linkage, which is caused by contact with the step. Damage can be avoided.

(2) Moreover , since the elevation range of the side guard and the ground height of the lower edge of the side guard at the time of the lowermost can be adjusted, the versatility is excellent.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 to FIG. 7 show an example of an embodiment of the wrapping prevention device of the present invention. This wrapping prevention device is attached to the rear body 4 of the truck 3 so as to be positioned between the front and rear wheels 1 and 2. The attached fixed side guard 5, the movable side guard 6 disposed below the fixed side guard 5, the linkage 8 for converting the rotation of the motor 7 attached to the fixed side guard 5 into vertical movement, and the linkage 8 And a buffer mechanism 9 interposed between the movable side guard 6 and the control means 10 of the motor 7 (see FIG. 6).

  The fixed side guard 5 is located on the lower side of the rear body 4 and extends in the vehicle front-rear direction, a plurality of pillars 13 for fixing the sill 12 to the rear body 4, and from the rear body 4 when viewed from the side. A panel 14 fixed to each pillar 13 and the sill 12 so as to cover the space 12 and a pedestal 15 fixed to a predetermined pillar 13 so as to be positioned above the sill 12. 7 is installed.

  Further, two guide members 16 made of pipes are fixed to the middle portion of the fixed side guard 5 so as to be aligned vertically and in the front-rear direction of the vehicle (the number of guide members 16 is matched to the wheel base). Increase as appropriate).

  The movable side guard 6 includes a sill 17 that extends in the front-rear direction of the vehicle, a pillar 18 that is slidably inserted into the guide member 16 and has a lower end fixed to the sill 17, and the like. Is adapted to receive a load that allows the movable side guard 6 to move up and down and acts in the vehicle width direction.

  The linkage 8 is transmitted to the rotation of the motor 7 via a worm and a helical gear and can be tilted to the rear side of the vehicle. The linkage 8 is located on the lower side of the crank arm 19 and can be tilted forward and backward. A pivoted three-pronged link 20, a rod 21 whose upper end is pivotally supported at the tip of the crank arm 19, and a lower end is pivotally supported at an intermediate connection point in the vertical direction of the trident link 20, and an intermediate portion is the front end of the sill 12. A front link 22 that is pivotally supported by the upper part and whose upper end can tilt forward and backward, a rear link 23 that is pivotally supported by the rear end of the sill 12 and whose upper end can tilt forward and backward, and a front end The rod 24 pivotally supported on the upper end of the front link 22 and the rear end pivotally supported on the connection point on the upper side of the trident link 20, and the rear end pivoted on the upper end of the rear link 23 and the front end Lower connection point of the trifurcated link 20 It is constituted by a pivot the rod 25.

  The shapes of the crank arm 19, the three-pronged link 20, the front link 22, the rear link 23, and the rods 21, 24, 25 are such that when the crank arm 19 stands upright, the other end of the front link 22 (the rod 24 The unconnected end portion protrudes rearward, and the other end portion of the rear link 23 (end portion not connected to the rod 25) protrudes forward (see FIG. 1). When the arm 19 is inclined rearward, the other ends of the front link 22 and the rear link 23 are set to protrude downward (see FIG. 2).

  The shock absorbing mechanism 9 includes a lower bracket 26 that can be pivotally attached to the sill 17 of the movable side guard 6, a bolt 27 that is slidably inserted upward into the lower bracket 26, and a nut 28 that is fastened to the upper end of the bolt 27. And an upper bracket 29 that can be pivotally attached to the other end of the front link 22 or the rear link 23, and a washer externally slidably fitted to the shaft of the bolt 27 so as to be positioned between the brackets 26 and 29. 30 and 31 and a coil spring 32 loosely fitted on the shaft portion of the bolt 27 so as to be positioned between both washers 30 and 31.

  The buffer mechanism 9 is interposed between the other end of the front link 22 and the front end of the movable side guard 6, and between the other end of the rear link 23 and the rear end of the movable side guard 6, respectively. The tilt of the links 22 and 23 is transmitted to the movable side guard 6.

  Therefore, when the crank arm 19 of the linkage 8 is in the upright state, the movable side guard 6 is pulled up to the upper limit position closest to the fixed side guard 5, and when the crank arm 19 is in the rearward tilted state, the movable side guard 6 is Is pushed down to a lower limit position farthest from the fixed side guard 5.

  When the track 3 with the movable side guard 6 set at the lower limit position climbs over a step such as a curbstone, when the lower edge of the movable side guard 6 touches the step, the buffer mechanism 9 is reduced by elastic deformation of the coil spring 32 (see FIG. 5), the movable side guard 6 moves upward, and the ground height of the lower edge temporarily expands.

  As described above, when the movable side guard 6 is pushed up, the shock absorbing mechanism 9 is reduced in the axial direction, so that a large impact force does not act on the movable side guard 6 and the linkage 8, which is caused by contact with the step. Damage can be avoided.

  Next, when the movable side guard 6 passes the step, the buffer mechanism 9 is extended by the restoring force of the coil spring 32 (see FIG. 4), and the movable side guard 6 moves downward, and the ground height of the lower edge thereof is narrowed. Return to the state before the step.

  Furthermore, a plurality of holes for connecting the upper bracket 29 of the buffer mechanism 9 are formed at the center of tilting of the links 22 and 23 at the positions near the other ends of the front link 22 and the rear link 23 incorporated in the linkage 8. It is drilled to line up.

  That is, if a hole away from the tilt center of the links 22 and 23 is selected as the pivot point of the upper bracket 29, the movable range of the movable side guard 6 is relatively expanded, and the ground height of the lower edge of the movable side guard 6 at the lower limit position is increased. The initial value of becomes narrower.

  Further, if a hole close to the center of tilt of the links 22 and 23 is selected as the pivot point of the upper bracket 29, the movable range of the movable side guard 6 is relatively narrowed, and the ground height of the lower edge of the movable side guard 6 at the lower limit position is reduced. The initial value is expanded.

  The control means 10 includes an operation command switch 33 and a storage command switch 34 that transmit signals in response to a manual operation by the driver, and an operation detection that transmits a signal when the linkage 8 moves the movable side guard 6 to the lower limit position. A limit switch 35, a storage detection limit switch 36 for transmitting a signal when the linkage 8 moves the movable side guard 6 to the upper limit position, a vehicle speed sensor 37 for transmitting a signal corresponding to the traveling speed, and the switches 33˜ The arithmetic unit 40 is configured to operate the motor 7 and turn on the indicator lamp 39 based on the signal 36, the signal from the vehicle speed sensor 37, and the blink command signal from the turn signal switch 38.

  Each switch 33, 34, 38, indicator lamp 39, and arithmetic unit 40 are installed inside the cab 11 (see FIG. 3) of the track 3.

  The arithmetic unit 40 includes step S1 (presence / absence of signal from the storage command switch 34), step S2 (presence / absence of signal from the operation command switch 33), step S3 (presence / absence of blinking signal of the turn signal switch 38), step S4 ( The determination is made in the order of the comparison between the detection value of the vehicle speed sensor 37 and the set speed A) and step S5 (the comparison of the detection value of the vehicle speed sensor 37 and the set speed B) (see FIG. 7).

  Further, the motor 7 is operated according to the above determination, and the movable side guard 6 is pushed down to the lower limit position (operating state) or pulled up to the upper limit position (retracted state).

  That is, when the operation command switch 33 and the storage command switch 34 are not operated, the movable side guard 6 automatically moves up and down according to the traveling speed of the truck 3 and the presence / absence of the operation of the turn signal switch 38.

  In addition, when the driver manually operates the operation command switch 33 and the storage command switch 34, the movable side guard 6 moves up and down without being affected by the traveling speed of the truck 3 and the presence or absence of the turn signal switch 38. The situation determination of the driver can be reflected in the position setting of the movable side guard 6.

8 and 9 show a first reference example related to the wrapping prevention device of the present invention, and the structure is the same as that shown in FIGS.

  The control means 41 is an operation for transmitting a signal when the stop command switch 42 for transmitting a signal in response to a manual operation by the driver and the aforementioned movable side guard 6 (see FIGS. 1 to 3) move to the lower limit position. A detection limit switch 35, a storage detection limit switch 36 for transmitting a signal when the movable side guard 6 moves to the upper limit position, a vehicle speed sensor 37 for transmitting a signal corresponding to the traveling speed, and these switches 35, 36, 42 , A vehicle speed sensor 37 signal, a blink command signal from the turn signal switch 38, the motor 7 (see FIGS. 1 and 2) is operated, and the indicator lamp 39 is turned on. .

  The switches 38 and 42, the indicator lamp 39, and the arithmetic unit 43 are installed inside the cab 11 (see FIG. 3).

  Arithmetic unit 43 includes step S11 (presence / absence of signal from pause command switch 42), step S12 (presence / absence of flashing signal of turn signal switch 38), step S13 (detected value of vehicle speed sensor 37 and set speed A and set speed B). In the order of step S14 (whether or not the turn signal switch 38 blinks), the motor 7 is operated in accordance with the determination, and the movable side guard 6 is pushed down to the lower limit position (operating state), or Pull up to the upper limit (stored).

  That is, when the stop command switch 42 is not operated, the movable side guard 6 automatically moves up and down according to the traveling speed and whether or not the turn signal switch 38 is operated.

  Specifically, when the turn signal switch 38 is operated and the traveling speed is in a range that exceeds 5 km / h and does not exceed 15 km / h (when the vehicle is ready to turn left or right), step S12 is performed. And based on determination of step S13, the movable side guard 6 will be in an operation state.

  Thereafter, unless it is determined in step S14 that the turn signal switch 38 is returned to the non-operating position (when the left or right turn signal lamp is flashing), the movable side guard 6 does not stop even if the vehicle stops. Since the operation state is maintained, it is possible to prevent a pedestrian who has fallen on the road from being involved.

  When the driver manually operates the stop command switch 42, the movable side guard 6 is in the retracted state based on the determination in step S11 without being affected by the traveling speed and the presence or absence of the turn signal switch 38. The judgment of the person's situation can be reflected in the position setting of the movable side guard 6.

10 and 11 show a second reference example related to the wrapping prevention device of the present invention, and the structure is the same as that shown in FIGS. 1 to 5 except for the control means 44. FIG.

  The control means 44 is an operation for transmitting a signal when the stop command switch 42 for transmitting a signal in response to a manual operation by the driver and the aforementioned movable side guard 6 (see FIGS. 1 to 3) move to the lower limit position. A detection limit switch 35, a storage detection limit switch 36 for transmitting a signal when the movable side guard 6 moves to the upper limit position, a vehicle speed sensor 37 for transmitting a signal corresponding to the traveling speed, and these switches 35, 36, 42 , The vehicle speed sensor 37 signal, the turn signal switch 38 and the blinking command signal from the hazard lamp switch 45 to operate the motor 7 (see FIGS. 1 and 2) and turn on the indicator lamp 39, etc. It consists of

  Each switch 38, 42, 45, the indicator lamp 39, and the arithmetic unit 46 are installed inside the cab 11 (see FIG. 3).

  Arithmetic unit 46 includes step S21 (presence / absence of signal from pause command switch 42), step S22 (presence / absence of blink signal of hazard lamp switch 45), step S23 (presence / absence of blink signal of turn signal switch 38), step S24 ( The detection value of the vehicle speed sensor 37 is compared with the set speed A and the set speed B), step S25 (whether the turn signal switch 38 has a blinking signal), and step S26 (whether the hazard lamp switch 45 has a blinking signal) in order. Then, the motor 7 is operated according to the determination, and the movable side guard 6 is pushed down to the lower limit position (operation state) or pulled up to the upper limit position (storage state).

  That is, when the pause command switch 42 and the hazard lamp switch 45 are not operated, the movable side guard 6 automatically moves up and down according to the traveling speed and whether or not the turn signal switch 38 is operated.

  Specifically, when the turn signal switch 38 is operated and the traveling speed is in a range that exceeds 5 km / h and does not exceed 15 km / h (when the vehicle is ready to turn left or right), step S23 and The movable side guard 6 is activated based on the determination in step S24.

  Thereafter, unless it is determined in step S25 that the turn signal switch 38 is returned to the non-operating position (when the left or right turn signal lamp is flashing), the movable side guard 6 is not stopped even if the vehicle is temporarily stopped. Since the operation state is maintained, it is possible to prevent a pedestrian who has fallen on the road from being involved.

  Further, when the hazard lamp switch 45 is operated when the vehicle is stopped and the turn signal lamps on both the left and right sides are simultaneously blinked, the movable side guard 6 is placed in the retracted state based on the determination in step S22 or step S26.

  When the driver manually operates the stop command switch 42, the movable side guard 6 is in the retracted state based on the determination in step S21 without being affected by the traveling speed and the presence or absence of the turn signal switch 38. The judgment of the person's situation can be reflected in the position setting of the movable side guard 6.

  Note that the entrainment prevention device of the present invention is not limited to the above-described embodiment, and it is needless to say that changes can be made without departing from the scope of the present invention.

  The entanglement preventing device of the present invention can be applied to a truck equipped with various forms of rear bodies.

It is a conceptual diagram which shows the stored state which looked at an example of embodiment of the entrapment prevention apparatus of this invention from the vehicle center. It is a conceptual diagram which shows the operating state of the entanglement prevention apparatus relevant to FIG. FIG. 2 is a left side view of a truck equipped with an anti-roll-up device related to FIG. It is a conceptual diagram which shows the expansion | extension state of the buffer mechanism relevant to FIG. It is a conceptual diagram which shows the contraction state of the buffer mechanism relevant to FIG. It is a block diagram of the control means used for the entrainment prevention apparatus shown in FIG. It is a flowchart figure of the control means shown in FIG. It is a block diagram of the control means used for the 1st reference example relevant to the rolling-in prevention device of the present invention. It is a flowchart figure of the control means shown in FIG. It is a block diagram of the control means used for the 2nd reference example relevant to the entanglement prevention apparatus of this invention. It is a flowchart figure of the control means shown in FIG.

Explanation of symbols

6 Movable side guard 7 Motor 8 Linkage 9 Buffer mechanism 10 Control means 16 Guide member
22 front link
23 rear link

Claims (1)

Linkage incorporating a side guard which is provided at the lower part of the vehicle side so as to be positioned between the front and rear wheels and which can move along a guide member extending vertically, and a front link and a rear link which are tilted up and down by the rotation of the motor. And a front buffering mechanism and a rear buffering mechanism that can be elastically deformed in the axial direction, respectively, and a plurality of holes lined up toward the tilting center of the front link are formed in the vertically moving portion of the front link, A plurality of holes lined up toward the tilting center of the rear link are formed in a vertical movement portion of the rear link, and the front side is formed in one of a plurality of holes formed in a vertical displacement portion of the front link. the buffer mechanism one end pivotally mounted to, pivotally attached to the other end portion of the front of the buffer mechanism in the front end portion of the side guards, of the connection hole formed in the vertical movement portion of the rear link For one thing, the rear side Mechanism at one end and pivotally attached to, winding prevention apparatus being characterized in that pivotally attached to the other end portion of the rear side of the buffer mechanism in the rear end portion of the side guards.

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