JPS62214051A - Movement preventive device for car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

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 wheel brakes are not often used for vehicles that are in the process of loading, unloading, etc. for reasons of work efficiency. , 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, so various devices for preventing vehicle movement using ground equipment have been proposed.

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.

2. Description of the Related Art Conventionally, as a vehicle movement prevention device, there are devices in which, for example, removable wheel chocks, plunger units, etc. 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. Since there is a gap between the wheel and the wheel chock block or plunger unit, when an external force is applied to the vehicle, the vehicle cannot easily start free transfer and retain kinetic energy. This may cause problems such as the wheels climbing onto the wheel chocks or plunger units, especially for vehicles that are loaded or unloaded with dangerous liquids on tank cars. However, there was a problem in that the occurrence of the above-mentioned failure was extremely dangerous.

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 can be kept on the ground. 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 for achieving the above object is to
A vehicle movement prevention device that prevents a vehicle on a track during work such as loading or unloading from moving from a predetermined position due to external force, includes a third rail of a predetermined section length and a third rail installed in parallel on the outside of the track rail. , two moving vehicles disposed so as to be able to run on the third rail; and a capture device for closely contacting and capturing each wheel from the front and rear directions, which are disposed in front and behind the vehicle at the predetermined position. Each of the rollers has a roller at its tip, and is swingable between 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 is retracted from the track rail. two arms supported by each moving vehicle;
When each mobile vehicle is at the outer end position, each arm is held at the retracted position, and in the process of each mobile vehicle traveling from the outer end position to the inner end position, each arm is captured. an arm guide member for swinging toward the position side; each piston rod is connected to each of the moving cars for reciprocating the moving cars between an outer end position and an inner end position; and a hydraulic control unit that hydraulically controls the two hydraulic cylinders, and in a state where 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. A constant pressure control section is provided in the hydraulic control unit to move the other moving vehicle and piston rod in the same direction as the one moving vehicle and piston rod when the moving vehicle and the piston rod move due to the action of The present invention relates to a vehicle movement prevention device characterized by:

(Function) In the above-mentioned vehicle movement prevention device, each of the capturing rollers at the tips of the two arms is brought into close contact with the wheels arranged at the front and rear of the vehicle from the front and rear directions to capture each wheel. It is designed to prevent the vehicle from being freely transferred due to external force, and when the respective capturing rollers capture each wheel, the vehicle is prevented from being subjected to external force exceeding a certain value (unexpected external force such as wind pressure, earthquake, etc.). In the case where the two moving vehicles move in the same direction via the constant pressure control unit while each capturing roller remains in close contact with each wheel, the kinetic energy of the vehicle due to the external force is thereby absorbed. It is made.

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

1 to 7 show an embodiment of the present invention. 1st
The figure is an installation plan view of a vehicle movement prevention device according to an embodiment;
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 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 of a predetermined section length is arranged in parallel on the outside of 1a, two moving vehicles 11 and 12 are arranged so as to be able to run on the third rail 3 in the left and right directions in the figure, and Each mobile vehicle 11. has a capturing roller 21, 22 at its tip for closely contacting the wheels 2a, 2b disposed at the front and rear of a certain vehicle 2 from the front and back direction and capturing the respective wheels 2a, 2b.
two arms 31 and 32 swingably supported by the arm 12, and an arm guide member 41 that guides each arm 31, 32;
．． 42, two hydraulic cylinders 51.52 that reciprocate each mobile vehicle 11.12 on the track l, and a hydraulic control unit 60 that hydraulically controls the two hydraulic cylinders 51.52.

As shown in FIGS. 1 to 6, the mobile vehicle 11 is arranged at four locations on the front, rear, left, and right with the vehicle body 110 and the head of the third rail 3 in between, and is guided by the side surface of the head for transfer. Rolling rollers 111~ are respectively pivotally supported on the vehicle body 110 so as to
114, and the vehicle body 11 is arranged at four locations on the front, rear, left, and right with the third rail 3 in between, and rolls on the bottom flange of the vehicle body 11.
0, respectively.

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 arranged so that it rolls while being guided by the sides of the head. 1
Transfer rollers (not shown) each pivotally supported by 20;
It consists of rolling rollers 125 and 126 which are disposed at four locations on the front, rear, left and right sides with the third rail 3 in between, and which are pivotally supported on the vehicle body 120 so as to roll on the bottom flanges thereof.

Each arm 31, 32 has a catch roller 21, 22 projecting over the head of the track rail 1a and a wheel 2a.

2b, respectively (the position shown in FIGS. 1 and 4 for the arm 31, and the position shown in FIG. 1 for the arm 32), and the catching rollers 21 and 22 are attached to the top of the track rail 1a. The evacuation positions each evacuated from (
The arm 31 is supported by the vehicle bodies 110 and 120 so as to be swingable about pivots 117 and 127 between the positions shown in FIG. 3 and the arm 32 (not shown).

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

Each arm guide member 41,42 is located at the outer end position of each vehicle 11,12 (the position shown in FIG. 3 for vehicle 11, and this position is omitted for vehicle 12). At times, the first groove portions 41a, 42a that hold each arm 31, 32 at the retracted position side, and each mobile vehicle 1
1. At the initial stage of the process in which the arms 3 and 12 move toward each other from the outer end position side (inner end position side), each arm 3
Inclined groove portion 41b that swings 1.32 toward the capture position side.
, 42b and a second groove 41c, 42c which holds each arm 31, -32 in the capture position when each vehicle 11.12 is in its inner end position.

The bodies 110, 120 of each vehicle 11.12 are provided with engagement protrusions 118, 128, respectively, and when each vehicle 11.12 reaches its outer end position, each engagement protrusion 11B, 128 to detect when each mobile vehicle 11.12 has reached its outer end position;
2 is installed.

As shown in FIGS. 1 and 2, the ends of each hydraulic cylinder 51.52 are attached to the cylinder support base 53 using pins 54 so that the two hydraulic cylinders 51.52 are parallel to the third rail 3, respectively. .55 and are swingably connected.

Piston rod 5B, 57 of each hydraulic cylinder 51.52
The ends of the brackets are swingably connected to the brackets 119 and 129 of each vehicle body 110 and 120 by pins 58 and 59, respectively.

As shown in FIGS. 1 and 7, the ends 51a and 51b of the hydraulic cylinder 51 are tubes 71a.

The ends 52a and 52b of the hydraulic cylinder 52 are connected to the hydraulic control unit 60 via tubes 72a and 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 62a.
62d, and a switching valve 63 which is in the first position shown in the figure when not energized and switches from the first position to the second position when energized.
a, 63b, and a constant pressure control section 64.

The check valve 61a is provided between the flow path a1 connected to the hydraulic pressure source and the flow path a2 connected to the tube 71b.
b are respectively arranged between the flow path a1 and the flow path a3 connected to the tube 72b.

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

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 and the tube 7 are connected to each other.
A throttle valve 62d is connected between the flow path a7 and the flow path a7 connected to the flow path a7.

The constant pressure control section 64 is arranged between the flow path a8 and the flow path a6, and has a pressure control valve 65 that maintains the circuit oil pressure at a constant value.
．． 66 and check valves 67 and 68. Flow path a
When the oil pressure in the flow path FL6 exceeds a certain value, the pressure control valve 65 operates, and when the oil pressure in the flow path FL6 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. 7, this hydraulic pressure is applied to the switching valve 63a.

63b, throttle valves 62b, 62d, flow paths a5, a7
and ends 51a, 5 through tubes 71a, 72a.
They are supplied into the hydraulic cylinders 51 and 52 from the 2a side, respectively. As a result, the piston P1 of the hydraulic cylinder 51
is displaced to the right from the position shown in FIG. 7, and this displacement is transmitted to the moving vehicle 11 via the piston rod 56, and the moving vehicle 11 runs on the third rail 3 rightward from the position shown in FIG. At the same time, 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
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.

In this way, near the final stage of the process in which the mobile vehicles 11 and 12 travel on the third rail 3 in a direction away from each other (outward direction) toward their outer end positions, each arm guide member 41
．． 42 second groove portion 41c.

The rollers 31 of each arm 31.32 were engaged with 42c.
b, 32b pass through the inclined grooves 41b, 42b and engage the first grooves 41a, 42a, thereby each arm 31.
32 respectively swing to their retracted positions, and the capturing rollers 2
1 and 22 are retracted from above the head of the track rail 1a.

When the pistons PL, P2 are displaced to the ends 51b, 52b, respectively, the moving wheels 11, 12 reach their respective outer end positions, and the engaging protrusion 118 of the moving 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 moving vehicle 12 is also engaged with the switch S2, and the switch S2 is turned on.

By turning on the switches Sl and S2, the hydraulic cylinder 51
．． The hydraulic supply to 52 is cut off, and each vehicle 11, 12 is held in its outer end position. Further, by turning on the switch Sl, 32, 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 supplied into the hydraulic cylinders 51 and 52 from the ends 51b and 52b through the check valves 61a and 61b, the flow paths a2 and a3, and the tubes 71b and 72b, respectively. be done.

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 the moving vehicle 1
1 travels on the third rail 3 to the left from the outer end position, and the piston P2 of the hydraulic cylinder 52 is displaced to the right from the position of the end portion 52b, and this displacement is transmitted via the piston rod 57 to the moving vehicle. 12 and the moving vehicle 1
2 runs on the third rail 3 in the right direction from the outer end position.

In this way, at the initial stage of the process in which the mobile vehicles 11.12 travel on the third rail 3 in the direction toward each other (inward) toward their inner end positions, each arm guide member 41.4
2, the first groove portion 41a.

The rollers 31 of each arm 31.32 were engaged with 42a.
b, 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. , capture rollers 21, 22 project above the head of the track rail 1a.

With the rollers 21 and 22 protruding above the head of the track rail 1a, the pistons Pi and P2 move to the end portions 51a and 5.
As it is further displaced toward the 2a side, each of the capturing rollers 21, 2
2 represents each wheel 2a, 2b as shown in FIGS. 2 and 5.
The wheels 2a and 2b are captured in close contact with the wheels 2a and 2b.

In this way, each capturing roller 21, 22 is connected to each wheel 2a, 2b.
When the pistons PL and P2 are captured, the oil pressure increases because the pistons PL and P2 stop, 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 maintains the state in which each of the capturing rollers 21, 22 closely contacts each wheel 2a, 2b and captures each wheel 2a, 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, like FIGS. 2 and 5,
A state in which the wheels 2a and 2b are captured is shown.

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, so the oil in the hydraulic cylinder 52 flows out from the end 52b side. do. This spilled oil passes through the tube 72b and the flow paths a3 and a6 along the path indicated by the dotted arrow, so that the oil pressure in the flow path a6 exceeds a certain value and the pressure control valve 66 operates.

The pressure control valves 66 and 65 are set to the upper limit hydraulic pressure at which the wheels do not ride on the capture rollers.

As a result, oil passes through the pressure control valve 66, and then flows into the hydraulic cylinder 51 from the end 51b side through the check valve 67, flow paths a8 and a2, and the tube 71b along the path indicated by the dotted line arrow, and flows into the hydraulic cylinder 51 from the end 51b side. is toward the left (piston P2
The moving vehicle 11 also moves to the left in the same way as the moving vehicle 12. As a result, each of the capturing rollers 21 and 22 is maintained in close contact with each of the wheels 2a and 2b.

In this way, the two vehicles 11 and 12 move in the same direction due to the external force while the wheels 2a and 2b remain in close contact with each other, so if the external force is the set hydraulic pressure of the pressure control valves 65 and 66, The mobile vehicles 11, 12 remain in place and if the external force exceeds the set hydraulic pressure, the two mobile vehicles move together with the wheels.

Absorbs kinetic energy without climbing onto the capture roller.

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. Control valve 65 is activated and this oil passes through the solid line path to end 52.
It flows into the hydraulic cylinder 52 from the b side, and the piston P2 moves to the right (same direction as the piston P1), and the moving vehicle 12
Similarly to the mobile vehicle 11, the vehicle also moves to the right.

After the above loading and unloading operations are completed, the vehicle 2 is moved to the track 1.
When moving from the upper predetermined position, the switching valve 63a
, 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 away from each other (outward direction) as in the previous case. ) toward the outer end position of the third rail 3.
run on top. This allows the vehicle 2 to be moved from the predetermined position.

(Effects of the Invention) According to the vehicle movement prevention device according to the present invention, each of the capturing rollers at the tips of the two arms is brought into close contact with the wheels disposed at the front and rear of the vehicle from the front and rear directions, and the respective wheels are captured. This structure prevents free transfer of the vehicle due to external force, and when an external force of a certain value or more acts on the vehicle while each of the capturing rollers captures each wheel, each capturing roller Since the two moving vehicles are configured to move in the same direction via the constant pressure control section in the hydraulic control unit while remaining in close contact with each wheel, the kinetic energy of the vehicle due to the external force is absorbed and the wheels ride up. Therefore, for example, it is possible to sufficiently ensure the safety of the work of vehicles loading and unloading dangerous liquids into tank cars.

[Brief explanation of drawings]

FIGS. 1 to 7 show one embodiment of the present invention, and FIG.
In Figures 3, 4, 6 and 7, one of the two track rails is omitted, and in Figures 3 to 5, there are two moving vehicles. 1 is a plan view of the installation of a vehicle movement prevention device according to an embodiment, FIG. 2 is a side view of FIG. 1, and FIG. FIG. 4 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, and FIG.
The figure is a sectional view taken along the line Vl--Vl in Fig. 5, and Fig. 7 specifically shows the circuit of the hydraulic control unit. It is an explanatory diagram. l...Track 1a...Track rail 2
...Vehicle 2a, 2b...Wheel 3.
...Third rail 11.12...Moving vehicle 21
．． 22... Capturing roller 31, 32... Arm 41
．． 42... Arm guide member 51.52... Hydraulic cylinder 56.57... Piston rod 60... Hydraulic control unit

Claims (1)

[Scope of Claims] 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, comprising: a third rail with a section length of Each wheel has a capture roller at its tip, and the capture roller protrudes onto the track rail and can come into close contact with the wheel, and the capture roller is retracted from the track rail at a capture position. two arms that are swingably supported on each of the moving vehicles; and when each of the moving vehicles is at an outer end position, each arm is held at the retracted position; an arm guide member that swings each arm toward the capture position in the process of traveling from the outer end position to the inner end position; and an arm guide member that swings each arm toward the capture position; each piston rod is connected to each of the moving vehicles to cause the capture to occur, and includes 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 of the moving cars and the piston rod moves due to an external force acting on the vehicle with the rollers capturing each wheel of the vehicle, the moving car and the piston rod move in the same direction as the one moving car and the piston rod. A vehicle movement prevention device characterized in that a constant pressure control section for moving the other moving vehicle and the piston rod is provided in the hydraulic control unit.