JPH0440225B2 - - Google Patents

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention provides a vehicle movement prevention device that prevents a vehicle on a track during loading, unloading, etc. from moving from a predetermined position due to external force. Regarding.

(Prior art) Vehicles that run on tracks generally have wheel brakes, but for vehicles that are in the process of loading, unloading, etc., wheel brakes are not often used for reasons of work efficiency. Some vehicles are not used, or even if they are used, they cannot withstand unexpected and shocking external forces such as wind pressure and earthquakes, and some vehicles do not have wheel brakes.
Various devices for preventing movement of vehicles using ground equipment have been proposed in the past.

Such a vehicle movement prevention device is particularly necessary in order to ensure the safety of vehicles that load and unload dangerous liquids into tank cars, for example.

Conventional vehicle movement prevention devices include, for example, removable wheel chocks, plunger units, etc., which are disposed as ground equipment in front and behind the wheels of a vehicle.

(Problems to be Solved by the Invention) However, with such conventional vehicle movement prevention devices, there is a problem with fixed-point stopping accuracy when bringing the vehicle to a predetermined position for loading, unloading, etc. Therefore, there is a gap between the wheel and the wheel chock or plunger unit.
When an external force is applied to the vehicle, the vehicle can easily start free transfer and retain kinetic energy, which prevents obstacles such as wheels riding up on wheel chocks or plunger units. There is a problem that the occurrence of the above-mentioned failure is extremely dangerous, especially for vehicles that load and unload dangerous liquids into tank cars.

The present invention has been developed by focusing on these conventional problems, and is capable of preventing the vehicle from being freely transferred due to external force, and even when an impactful external force is applied to the vehicle, the wheels of the vehicle do not move easily. It is an object of the present invention to provide an extremely safe vehicle movement prevention device that can prevent the movement of a vehicle while preventing the occurrence of obstacles such as falling.

(Means for Solving the Problems) The gist of the present invention to achieve the above object is to prevent a vehicle on a track during loading, unloading, etc. from moving from a predetermined position due to external force. In the vehicle movement prevention device, a third rail having a predetermined section length is arranged in parallel on the outside of the track rail, two moving vehicles are disposed so as to be able to travel on the third rail, and the vehicle is at the predetermined position. Each of the vehicle has a capturing roller at its tip for closely contacting and capturing each wheel disposed at the front and rear of the vehicle from the front and rear directions, and the capturing roller can protrude onto the track rail and closely contact the wheel. two arms supported by each of the mobile cars so as to be swingable between a capture position and a retracted position where the capture roller is retracted from the track rail, and when each of the mobile cars is at an outer end position; , an arm guide member that holds each arm at the retracted position and swings each arm toward the capture position in the process of each moving vehicle traveling from the outer end position to the inner end position; two hydraulic cylinders each having a respective piston rod connected to each moving vehicle for reciprocating the moving vehicle between an outer end position and an inner end position, each of which is disposed parallel to the third rail; and a hydraulic control unit that hydraulically controls a hydraulic cylinder, and when each of the capturing rollers captures each wheel of the vehicle, an external force of a certain value or more is applied to the vehicle, causing one of the moving vehicles and the piston rod to move. In this case, there is provided a vehicle movement prevention device characterized in that a constant pressure control section for moving the other moving vehicle and the piston rod in the same direction as the one moving vehicle and the piston rod is provided in the hydraulic control unit.

(Function) In the above-mentioned vehicle movement prevention device, the above-mentioned 2
Each capturing roller at the tip of the book arm is brought into close contact with the wheels placed at the front and rear of the vehicle from the front and back direction to capture each wheel, thereby preventing the vehicle from being freely transferred due to external force. If an external force of a certain value or more (an unexpected impactful external force such as wind pressure or earthquake) is applied to the vehicle while each of the capturing rollers is capturing each wheel, each of the capturing rollers will The two moving vehicles move in the same direction via the constant pressure control section while remaining in close contact with each other, thereby absorbing the kinetic energy of the vehicles due to the external force.

(Example) Hereinafter, an example of the present invention will be described based on the drawings.

1 to 7 show an embodiment of the present invention. FIG. 1 is an installation plan view of a vehicle movement prevention device according to an embodiment, and FIG. 2 is a side view of FIG. 1.
In addition, in FIG. 1, FIG. 3, FIG. 4, FIG. 6, and FIG. 7, one of the two track rails is omitted from each illustration.

As shown in FIGS. 1 and 2, a vehicle movement prevention device that prevents a vehicle 2 on a track 1 from moving from a predetermined position due to external force during loading, unloading, etc. A third rail 3 with a predetermined section length arranged in parallel on the outside of 1a, and a third rail 3
Two moving vehicles 11 and 12 are arranged so as to be able to travel in the left and right directions in the figure, and the vehicle 2 is located at the predetermined position.
It has capture rollers 21 and 22 at its tips, respectively, for closely contacting the wheels 2a and 2b arranged in the front and rear directions from the front and back to capture the respective wheels 2a and 2b, and is swingable to the moving vehicles 11 and 12. two arms 31 and 32 supported by the two arms 31 and 32, arm guide members 41 and 42 that guide the arms 31 and 32, and each mobile vehicle 1.
1 and 12 on the track 1, and the two hydraulic cylinders 5.
1 and 52.

As shown in FIGS. 1 to 6, the mobile vehicle 11
Rolling rollers 111 are arranged at four locations on the front, rear, left, and right sides across the vehicle body 110 and the head of the third rail 3, and are pivoted to the vehicle body 110 so as to be guided by the side surfaces of the head and roll. ~ 114, and rolling rollers 115 and 116, which are arranged at four locations on the front, rear, left and right sides with the third rail 3 in between, and are respectively pivotally supported on the vehicle body 110 so as to roll on the bottom flanges thereof. .

Similar to the moving vehicle 11, the moving vehicle 12 is also arranged at four locations on the front, rear, left, and right with the vehicle body 120 and the head of the third rail 3 in between, and the vehicle body is guided by the side surfaces of the head and rolls. Rolling rollers (not shown) are each pivotally supported on the vehicle body 120, and rolling rollers (not shown) are arranged at four locations on the front, rear, left, and right across the third rail 3, and are each pivotally supported on the vehicle body 120 so as to roll on the bottom flange thereof. It consists of rolling rollers 125 and 126.

Each arm 31, 32 has a capture roller 21, 22
protrudes above the head of the track rail 1a and wheels 2a,
Capture positions (arm 31
(for the arm 32, the position shown in FIGS. 1 and 4), and a retracted position (for the arm 31, the position shown in FIG. The arm 32 is supported by the vehicle bodies 110 and 120 so as to be swingable about the pivot shafts 117 and 127 between the positions shown in FIG. 3 (the arm 32 is not shown).

When each arm 31, 32 is in the capture position,
Rolling rollers 31a and 32a that can roll on the head of the track rail 1a and rollers 31b and 32b that are engaged with arm guide members 41 and 42 are pivotally supported by the arms 31 and 32, respectively.

Each arm guide member 41, 42 is connected to each moving vehicle 1.
1 and 12 are at the outer end position (the position shown in FIG. 3 for the mobile vehicle 11, and this position is omitted for the mobile vehicle 12), each arm 31, 32 is moved to the retracted position. At the initial stage of the process in which the moving vehicles 11 and 12 move toward each other from the outer end position side (inner end position side), the arms 31 and 32 are The inclined groove portions 41b and 42b swing toward the capture position, and the arms 31 and 32 when the moving vehicles 11 and 12 are at the inner end position side.
and second groove portions 41c and 42c for holding the holder at the capture position.

Engagement protrusions 118 and 128 are provided on the vehicle bodies 110 and 120 of each of the moving vehicles 11 and 12, respectively, and when each of the moving vehicles 11 and 12 reaches the outer end position, each engagement protrusion Switches S1 and S2 are provided which engage the respective vehicles 118 and 128 to detect when the respective vehicles 11 and 12 have reached their outer end positions.

As shown in FIGS. 1 and 2, the two hydraulic cylinders 51, 52 are arranged parallel to the third rail 3, respectively.
The end portion of the cylinder support base 53 is swingably connected to the cylinder support base 53 by pins 54 and 55. Each hydraulic cylinder 5
The ends of the piston rods 56 and 57 of 1 and 52 are
Brackets 119, 12 of each vehicle body 110, 120
9 and pins 58 and 59, respectively, so as to be swingable.

As shown in FIG. 1 and FIG. 7, the ends 51a, 51b of the hydraulic cylinder 51 have tubes 71a,
The end portion 52 of the hydraulic cylinder 52 is connected to the hydraulic control unit 60 via the hydraulic cylinder 71b.
a, 52b are connected to the hydraulic control unit 60 via tubes 72a, 72b, respectively.

As shown in FIG. 7, the hydraulic control unit 60 includes check valves 61a, 61b and check valve-equipped throttle valves 62a to 62d, which are in the first position shown in the figure when not energized and are in the first position when energized. 2nd from position
It is composed of switching valves 63a and 63b that are switched to different positions, and a constant pressure control section 64.

The check valve 61a is a flow path a1 connected to a hydraulic power source.
and the flow path a2 connected to the tube 71b, the check valve 61b connects the flow path a1 and the tube 72b.
and the flow path a3 connected to the flow path a3.

The first port of the switching valve 63a is connected to a flow path a4 connected to a hydraulic power source, and a throttle valve 62a is connected between the second port and the flow path a2.
Throttle valves 62b are connected between the ports and the flow path a5 connected to the tube 71a.

The first port of the switching valve 63b is connected to the flow path a4, and the throttle valve 62c is connected between the second port and the flow path a6 connected to the flow path a3, and the third port is connected to the tube 72a. Connected channel a7
A throttle valve 62d is connected between the two.

The constant pressure control section 64 is disposed between the flow path a8 and the flow path a6, and includes pressure control valves 65, 66 and check valves 67, 68 that maintain the circuit oil pressure at a constant value. When the oil pressure in the flow path a8 exceeds a certain value, the pressure control valve 65 operates, and when the oil pressure in the flow path a6 exceeds a certain value, the pressure control valve 66 operates.

The pressure regulating springs of the pressure control valves 65 and 66 are adjusted to operate when an external force of a certain value or more is applied to the vehicle 2.

The action will be explained below.

First, when bringing the vehicle 2 to a predetermined position on the track 1, when hydraulic pressure is supplied to the flow path a4 in the state shown in FIG.
b, the end portion 51a through the throttle valves 62b, 62d, the flow paths a5, a7 and the tubes 71a, 72a;
It is supplied into the hydraulic cylinders 51 and 52 from the 52a side, respectively. As a result, the hydraulic cylinder 51
The piston P1 is displaced to the right from the position shown in FIG. Along with running,
The piston P2 of the hydraulic cylinder 52 is displaced to the left from the position shown in the figure, and this displacement causes the piston rod 57 to move to the left.
The signal is transmitted to the moving vehicle 12 via the moving vehicle 12, and the moving vehicle 12 runs on the third rail 3 in a leftward direction from the position shown in FIG.

Near the final stage of the process in which the moving vehicles 11 and 12 travel on the third rail 3 in a direction away from each other (outward direction) toward their outer end positions,
The second groove portion 41c of each arm guide member 41, 42,
The rollers 31b, 32b of the arms 31, 32 that had been engaged with the grooves 42c pass through the inclined grooves 41b, 42b and engage with the first grooves 41a, 42a, thereby moving the arms 31, 32 to their retracted positions. The catching rollers 21 and 22 are retracted from above the head of the track rail 1a.

When the pistons P1 and P2 are displaced to the ends 51b and 52b, respectively, the movable wheels 11 and 12 reach their respective outer end positions, and the engagement protrusion 118 of the movable wheel 11 engages the switch S1 as shown in FIG. When engaged, the switch S1 is turned on, and at the same time, the engaging protrusion 128 of the mobile vehicle 12 is also engaged with the switch S2, and the switch S2 is turned on.

By turning on the switches S1 and S2, the supply of hydraulic pressure to the hydraulic cylinders 51 and 52 is cut off, and the mobile vehicles 11 and 12 are held at their outer end positions, respectively. Further, by turning on the switches S1 and S2, an external display is displayed indicating that the vehicle 2 can be brought to a predetermined position.

After confirming this external display, bring the vehicle 2 to a predetermined position, energize the switching valves 63a and 63b to switch the switching valves 63a and 63b from the first position to the second position in FIG. When hydraulic pressure is supplied to the flow path a1, this hydraulic pressure is applied to the check valve 61.
a, 61b, channels a2, a3 and tube 71
b, 72b and are supplied into the hydraulic cylinders 51, 52 from the end portions 51b, 52b, respectively.
As a result, the piston P1 of the hydraulic cylinder 51
is displaced to the left from the position of the end portion 51b, and this displacement is transmitted to the moving vehicle 11 via the piston rod 56, and as the moving vehicle 11 travels on the third rail 3 to the left from the outer end position, , the piston P2 of the hydraulic cylinder 52 is displaced to the right from the position of the end portion 52b, and this displacement causes the piston rod 5
7 to the mobile vehicle 12, and the mobile vehicle 12
runs on the third rail 3 in the right direction from the outer end position.

In this way, in the initial stage of the process in which the moving vehicles 11 and 12 travel on the third rail 3 in the direction toward each other (inward direction) toward their inner end positions, the first Groove portions 41a, 42
The rollers 3 of each arm 31, 32 that were engaged with a
1b, 32b pass through the inclined grooves 41b, 42b and engage with the second grooves 41c, 42c, respectively, thereby causing each arm 31, 32 to swing from its retracted position to the capture position as shown in FIG. The catching rollers 21, 22 protrude above the head of the track rail 1a.

In this way, the rollers 21 and 22 are connected to the track rail 1a.
When the pistons P1 and P2 are further displaced toward the ends 51a and 52a while protruding above the head of the piston,
As shown in FIGS. 2 and 5, each capturing roller 21, 22 comes into close contact with each wheel 2a, 2b and captures each wheel 2a, 2b.

In this way, each catching roller 21, 22 is connected to each wheel 2.
When the pistons a and 2b are captured, the pistons P1 and P2 stop, so the oil pressure increases, and when this increase in oil pressure is detected, the supply of oil pressure to the hydraulic cylinders 51 and 52 is cut off. This allows each capture roller 2
1 and 22 are maintained in close contact with the respective wheels 2a and 2b to capture the respective wheels 2a and 2b. In this way, loading and unloading operations are performed while the wheels 2a and 2b of the vehicle 2 are captured.

A case where an external force of a certain value or more is applied to the vehicle 2 during loading, unloading, etc. will be explained based on FIG. 7. Here, FIG. 7 shows a state in which the wheels 2a and 2b are captured, similar to FIGS. 2 and 5.

When an external force of a certain value or more acts on the vehicle 2 in the direction of the dotted arrow, the piston P2 moves to the left in the figure together with the moving vehicle 12 and the piston rod 57.
Oil in the hydraulic cylinder 52 flows out from the end 52b side. This spilled oil passes through the tube 72b and the flow paths a3 and a6 in the path indicated by the dotted arrow, so the oil pressure in the flow path a6 exceeds a certain value and the pressure control valve 6
6 works.

The pressure control valves 66 and 65 are set to the upper limit hydraulic pressure that will prevent the wheels from riding on the capture rollers.

This causes the oil to pass through the pressure control valve 66,
Furthermore, in the path indicated by the dotted arrow, the check valve 67 and the flow path a
8, a2 and the end 51 through the tube 71b.
It flows into the hydraulic cylinder 51 from the b side, the piston P1 moves to the left (the same direction as the piston P2), and the mobile vehicle 11 also moves to the left similarly to the mobile vehicle 12. As a result, each capturing roller 21, 22
is maintained in close contact with each wheel 2a, 2b. In this way, the two moving vehicles 11 and 12 are moved in the same direction by external force while the wheels 2a and 2b are kept in close contact with each other, so that the external force is applied to the pressure control valve 6.
If the hydraulic pressure is set at 5,66, two moving vehicles 1
1 and 12 remain in place, and when the external force exceeds the set hydraulic pressure, the two mobile vehicles move together with the wheels and absorb the kinetic energy without climbing onto the capture rollers.

Contrary to the above, as shown in FIG. 7, when an external force of a certain value or more acts on the vehicle 2 in the direction of the solid arrow, the oil in the hydraulic cylinder 51 flows out from the end 51b side and the pressure increases. The control valve 65 operates, this oil flows into the hydraulic cylinder 52 from the end 52b side through the path shown by the solid line, the piston P2 moves to the right (same direction as the piston P1), and the mobile vehicle 12 also moves. Like car 11, it moves to the right.

After the above loading and unloading work is completed, the vehicle 2
When moving from a predetermined position on orbit 1,
When the switching valves 63a and 63b are de-energized and switched from the second position to the first position, when hydraulic pressure is supplied again to the flow path a4, the moving vehicles 11 and 12 move in the direction away from each other as in the previous case. It travels on the third rail 3 toward its outer end position (outward direction). This allows the vehicle 2 to be moved from the predetermined position.

(Effect of the invention) According to the vehicle movement prevention device according to the present invention, 2
Since the configuration is such that each capturing roller at the tip of the book arm is brought into close contact with the wheels placed at the front and rear of the vehicle from the front and rear directions and captures each of the wheels, free transfer of the vehicle due to external force can be prevented. In addition, if an external force of a certain value or more is applied to the vehicle while each of the wheels is captured by each of the capturing rollers, the two mobile vehicles will be moved into the hydraulic control unit while each of the capturing rollers remains in close contact with each wheel. Since it is configured to move in the same direction via the constant pressure control section, the kinetic energy of the vehicle due to the external force is absorbed, and it is possible to prevent problems such as wheels from riding up. It is possible to sufficiently ensure work safety for vehicles loading and unloading dangerous liquids.

[Brief explanation of drawings]

1 to 7 show one embodiment of the present invention, and FIGS. 1, 3, 4, 6, and 7
In the figure, one of the two track rails is omitted, and in Figures 3 to 5, one of the two moving vehicles is omitted, and Figure 1 shows one implementation. FIG. 2 is a side view of FIG. 1, FIG. 3 is an enlarged plan view showing the state when the moving vehicle is at the outer end position, and FIG. 4 is an installation plan view of the vehicle movement prevention device according to the example. 5 is an enlarged plan view showing the state when the moving vehicle is at the inner end position, FIG. 5 is a side view of FIG. 4, FIG. 6 is a sectional view taken along the line -
The figure is an explanatory diagram specifically showing the circuit of the hydraulic control unit. 1... Track, 1a... Track rail, 2... Vehicle, 2a, 2b... Wheels, 3... Third rail, 1
1, 12... Moving vehicle, 21, 22... Capturing roller, 31, 32... Arm, 41, 42... Arm guide member, 51, 52... Hydraulic cylinder, 5
6, 57... Piston rod, 60... Hydraulic control unit, 64... Constant pressure control section.

Claims (1)

[Scope of Claims] 1. A vehicle movement prevention device that prevents vehicles on a track during loading, unloading, etc. from moving from a predetermined position due to external force, including: A third rail having a predetermined section length, two moving vehicles disposed so as to be able to run on the third rail, and wheels that are in close contact from the front and rear directions with wheels disposed in front and behind the vehicle at the predetermined position. Each of the wheels has a capturing roller at its tip end thereof, and a capturing position where the capturing roller protrudes onto the track rail and can come into close contact with the wheel, and a retracted position where the capturing roller retreats from the track rail. two arms that are swingably supported by each of the moving vehicles; and when each of the moving vehicles is at the outer end position, each arm is held at the retracted position, an arm guide member that swings each of the arms toward the capturing position in the process of the vehicle traveling from the outer end position to the inner end position; Each piston rod is connected to each of the mobile vehicles to move the piston rod, and comprises two hydraulic cylinders arranged parallel to each of the third rails, and a hydraulic control unit that hydraulically controls the two hydraulic cylinders, When one moving vehicle and the piston rod move due to an external force acting on the vehicle with the rollers capturing each wheel of the vehicle, the other moving vehicle and piston rod move in the same direction as the other moving vehicle and the piston rod. A vehicle movement prevention device characterized in that a constant pressure control section for moving a moving vehicle and a piston rod is provided in the hydraulic control unit.