WO2023175944A1 - Vehicle shaft lock device and vehicle comprising same - Google Patents
Vehicle shaft lock device and vehicle comprising same Download PDFInfo
- Publication number
- WO2023175944A1 WO2023175944A1 PCT/JP2022/012753 JP2022012753W WO2023175944A1 WO 2023175944 A1 WO2023175944 A1 WO 2023175944A1 JP 2022012753 W JP2022012753 W JP 2022012753W WO 2023175944 A1 WO2023175944 A1 WO 2023175944A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- support
- wire
- vehicle
- spring
- distance
- Prior art date
Links
- 230000001105 regulatory effect Effects 0.000 claims description 18
- 230000008602 contraction Effects 0.000 claims description 9
- 239000000463 material Substances 0.000 claims description 4
- 239000000725 suspension Substances 0.000 abstract description 25
- 238000010586 diagram Methods 0.000 description 8
- 230000000903 blocking effect Effects 0.000 description 7
- 238000013459 approach Methods 0.000 description 4
- 238000013016 damping Methods 0.000 description 4
- 238000009434 installation Methods 0.000 description 2
- 230000036544 posture Effects 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/005—Suspension locking arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
Definitions
- the present invention relates to a shaft lock device that lifts the axle of a vehicle.
- FIG. 5 is a schematic diagram of the ladder-equipped vehicle during work, viewed from behind.
- the ladder 9 In a vehicle equipped with a ladder, the ladder 9 is extended, turned, and raised while the outrigger 8 is extended and jacked up. However, when the ladder 9 is turned, the left and right balance is lost and the vehicle tilts about 2 degrees. It may tilt. When the vehicle tilts, the outrigger 8 on one side lifts off the ground, and the rear wheel 1 on the lifted side reduces its load and stretches, continuing to apply force in the direction of overturning the vehicle. For this reason, work vehicles such as ladder-equipped vehicles and boom-equipped vehicles are equipped with shaft lock devices that prevent stability from worsening due to reaction forces of tires and suspensions during working positions.
- Patent Document 1 includes a swingable ladder or aerial rescue platform and a jack system, and the jack system provides lateral ground support for jacking up the vehicle body and blocks tilting of the vehicle body in the jacked up state.
- a hydraulically operable rear axle blocking device for blocking the rear axle suspension of the vehicle; and a hydraulically lockable rear axle blocking device integrated into the front axle suspension of the vehicle.
- the rear axle blocking device and the hydraulically lockable damping device are provided with a damping device, and the rear axle blocking device and the hydraulically lockable damping device are operated by a common hydraulic control means that activates the rear axle blocking device and locks the hydraulically lockable damping device with a delay after activation.
- a controlled utility vehicle is disclosed.
- Patent Document 2 discloses a pair of control arms mounted adjacent to both sides of the vehicle frame so as to be able to swing vertically.
- an automobile suspension system that includes a ground wheel axle fixed to a ground wheel and an air spring mounted to transmit a load between a control arm and a frame, the axle and the It has an improved structure for lifting the wheel fixed to this, and is equipped with a lever device installed on the frame by a supporting shaft device so as to be able to swing from one position to the other.
- the device is separate from the control arm and its mounting device, and includes a spring device mounted on the frame to create a force that swings the lever device from one position to the other.
- the lever, spring, and linkage are arranged such that when mounted on the frame, the spring force and the lifting force are applied to the swinging movement of the lever arrangement;
- the spring force is arranged in such a relationship that it acts along a line whose distance from the pivot device changes accordingly, and when the lever device is swung from one position to the other, the distance of the line of action of the spring force increases.
- an automobile suspension mechanism is disclosed in which the distance of the line of action of the lifting force is reduced.
- the amount of change in vehicle height is relatively large, as it is possible to change the vehicle height by changing the air pressure in the vehicle. Therefore, it is difficult to apply a suspension lock device used in a vehicle equipped with a leaf suspension to a vehicle equipped with an air suspension, even if the structure is slightly modified.
- the utility vehicle described in Patent Document 1 is equipped with a stabilizing means for blocking the tilting of the vehicle body in the jacked-up state, but there is no description of how to follow changes in vehicle height while driving.
- the air suspension device described in Patent Document 2 is not designed to raise the axle in the working position to improve the stability of the vehicle.
- an object of the present invention is to provide a shaft locking device for a vehicle that can be applied to a vehicle equipped with an air suspension, and a vehicle equipped with the device.
- a shaft locking device for a vehicle according to the present invention according to claim 1 is a shaft locking device for raising and holding an axle 2 of a vehicle, and includes a wire 10 having a tip 10a connected to the axle 2 side, and a tip 10a of the wire 10.
- the first support 30 and the second support 40 that are located above the wire 10 and support the wire 10 are connected to the rear end 10b of the wire 10 that spans the first support 30 and the second support 40.
- the wire 10 is provided with a spring 20 and a distance changer 50 that changes the distance between the first support 30 and the second support 40, and the wire 10 is extended from the tip 10a through the first support 30 and the second support 40.
- the rear end 10b is connected to the spring 20, and when the shaft is locked, the wire 10 is pulled toward the rear end 10b by increasing the distance between the first support 30 and the second support 40 using the distance changer 50. While the vehicle is running, the distance between the first support 30 and the second support 40 is kept constant, and the distance between the first support 30 and the tip 10a of the wire 10 changes as the chassis height changes.
- the spring 20 expands and contracts to change the position of the rear end 10b of the wire 10, thereby taking up the slack in the wire 10.
- the present invention according to claim 2 is the shaft locking device for a vehicle according to claim 1, in which the first support body 30 has a fixed position, the second support body 40 has a variable position, and the distance changing device 50 has the following features: The feature is that the distance between the first support 30 and the second support 40 is changed by moving the second support 40.
- the present invention according to claim 3 is the shaft locking device for a vehicle according to claim 2, in which the first support 30 is disposed vertically above the tip 10a of the wire 10, and the second support 40 is disposed vertically above the tip 10a of the wire 10.
- the distance changing device 50 is a cylinder arranged at the same height as the support 30 and connected to the second support 40, and is arranged between the first support 30 and the second support 40 in the direction of expansion and contraction of the vehicle.
- the spring 20 is arranged in the front-rear direction, and the spring 20 is arranged below the distance changer 50 so that the direction of expansion and contraction is in the vehicle front-rear direction.
- the present invention according to claim 4 provides a shaft locking device for a vehicle according to any one of claims 1 to 3, in which a spring 20 is attached to a frame 7 provided above a chassis 5 of the vehicle. It is characterized in that a body 30, a second support 40, and a distance changer 50 are attached.
- the present invention according to claim 5 is a shaft locking device for a vehicle according to any one of claims 1 to 4, in which expansion of the spring 20 is restricted between the second support body 40 and the spring 20.
- the shaft locking device for a vehicle includes a disconnection detector 70 for detecting a disconnection of the wire 10.
- the present invention according to claim 7 is the shaft locking device for a vehicle according to any one of claims 1 to 6, characterized in that the first support body 30 and the second support body 40 are pulleys. do.
- the present invention according to claim 8 is the shaft locking device for a vehicle according to any one of claims 1 to 7, in which the rear end 10b of the wire 10 is attached to one side and the spring 20 is attached to the other side.
- the connecting member 80 is characterized in that the connecting member 80 is provided with a connecting member 80 and a rail 90 to which the connecting member 80 is attached, and that the connecting member 80 moves along the rail 90 as the wire 10 or the spring 20 moves.
- a vehicle according to a ninth aspect of the present invention is characterized by comprising the vehicle shaft locking device according to any one of claims 1 to 8.
- a shaft locking device for a vehicle that can also be applied to a vehicle equipped with an air suspension, and a vehicle equipped with the device.
- a diagram showing a shaft locking device for a vehicle according to an embodiment of the present invention Diagram showing the operation of the shaft locking device when locking the shaft
- a shaft locking device for a vehicle is a shaft locking device that raises and holds an axle of a vehicle, and includes a wire whose tip is connected to the axle side, and a wire whose tip is connected to the axle side.
- a first support body and a second support body positioned to support the wire; a spring to which the rear end of the wire is connected and spanned over the first support body and the second support body;
- the wire is equipped with a distance changing device that changes the distance from the support, and the rear end of the wire is connected to the spring from the tip through the first support and the second support, and when the shaft is locked, the distance changing device changes the distance between the wire and the support.
- the wire By increasing the distance between the first support and the second support, the wire is pulled toward the rear end to raise the axle, and while the vehicle is running, the distance between the first support and the second support is constant.
- the spring expands and contracts to change the position of the rear end of the wire, thereby taking up the slack in the wire.
- the shaft can be reliably locked, and even in a car equipped with an air suspension in which the chassis height fluctuates widely, it is possible to effectively prevent the wire from becoming loose during driving.
- a second embodiment of the present invention is a shaft locking device for a vehicle according to the first embodiment, in which the first support body is fixed in position, the second support body is variable in position, and the distance changing device is The distance between the first support and the second support is changed by moving the second support. According to this embodiment, by fixing the position of the first support body, which serves as a fulcrum for the vertically extending portion of the wire, the axle can be pulled up smoothly.
- a third embodiment of the present invention is a shaft locking device for a vehicle according to the second embodiment, in which the first support body is arranged vertically above the tip of the wire, and the second support body is arranged vertically above the tip of the wire. Disposed at the same height as the body, the distance changing device is a cylinder connected to the second support body, and is disposed between the first support body and the second support body with the expansion and contraction direction being the longitudinal direction of the vehicle, The spring is disposed below the distance changer with its expansion and contraction direction being in the longitudinal direction of the vehicle. According to this embodiment, the shaft lock device can be made compact and the required installation space can be made relatively small.
- a fourth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to third embodiments, in which a spring is mounted on a frame provided above a chassis of a vehicle, a first support body is provided, A second support and a distance changer are attached. According to this embodiment, the shaft lock device can be attached using the frame.
- a fifth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to fourth embodiments, in which a regulating body is provided between the second support body and the spring to regulate the extension of the spring.
- the rear end of the wire is arranged between the regulating body and the spring, and when the wire is pulled toward the tip side and the spring is expanded, the rear end of the wire abuts the regulating body and the wire is placed on the second support side.
- the spring stops expanding when it is no longer able to move. According to this embodiment, by restricting the extension of the spring by the regulating body, it becomes easier to lift the axle when the shaft is locked.
- a sixth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to fifth embodiments, which includes a wire breakage detector that detects a wire breakage, and the wire breakage detector is a shaft lock device that detects a wire breakage.
- wire breakage is detected based on whether the rear end of the wire is at a predetermined position when the distance between the first support body and the second support body becomes large. According to this embodiment, disconnection can be easily and reliably detected.
- a seventh embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to sixth embodiments, in which the first support and the second support are pulleys. According to this embodiment, the movement of the wire can be made smooth and wire breakage can be prevented.
- An eighth embodiment of the present invention provides a shaft locking device for a vehicle according to any one of the first to seventh embodiments, in which a rear end of a wire is attached to one side and a spring is attached to the other side. and a rail to which a connecting material is attached, and the connecting material moves along the rail as the wire or spring moves. According to this embodiment, the movement of the wire and the spring can be made smooth.
- a vehicle according to a ninth embodiment of the present invention includes the vehicle shaft locking device according to any one of the first to eighth embodiments. According to this embodiment, the shaft can be reliably locked, and even in a vehicle with a large variation in chassis height, such as a vehicle equipped with an air suspension, it is possible to effectively prevent the wire from becoming loose during driving.
- FIG. 1 is a diagram showing a shaft locking device for a vehicle according to this embodiment.
- FIG. 1 shows the shaft locking device attached to the left rear wheel, the same shaft locking device is also attached to the right rear wheel.
- the axle, rear wheel, etc. are shown both in the case where they are located on the upper side and the case where they are located on the lower side.
- An axle (rear axle) 2 of a rear wheel 1 is supported by an arm 4 whose one end is connected to the lower part of a bracket 3.
- the upper part of the bracket 3 is attached to the chassis 5 in front of the axle 2, and the lower part projects below the lower surface of the chassis 5.
- An air valve 6 functioning as an air suspension is attached to the other end of the arm 4.
- a frame 7 is attached above the chassis 5.
- a shaft locking device for a vehicle includes a wire 10 that lifts an axle 2, a spring 20 whose one end 20a is fixed to a frame 7 and expands and contracts horizontally, and a first support 30 that supports the wire 10 above the tip 10a of the wire 10. and the second support 40, the hydraulic cylinder 50 as a distance changer that changes the distance between the first support 30 and the second support 40, the regulation body 60 that regulates the extension of the spring 20, and the wire 10 being disconnected. It includes a disconnection detector 70 that detects a disconnection detector 70, a connecting member 80 that connects the wire 10 and the spring 20, and a rail 90 to which the connecting member 80 is attached.
- the wire 10 has a tip 10a connected to the arm 4, which is a support member of the axle 2, via a mounting piece 100, and a rear end 10b connected to the other end 20b of the spring 20 via a connecting member 80.
- the mounting piece 100 is fixed to the arm 4 with a pin 110, and the portion connected to the wire 10 is rotatable. Further, the mounting piece 100 is fastened to the arm 4 together with the axle (rear axle) 2.
- the hydraulic cylinder 50 is attached to the frame 7 between the first support body 30 and the second support body 40 with the direction of expansion and contraction being horizontal.
- the first support 30 is a pulley whose position is fixed, and is attached to the frame 7 vertically above the tip 10a of the wire 10.
- the second support 40 is a movable pulley whose horizontal position can be changed, and is attached to the frame 7 in front of the first support 30.
- the mounting heights (vertical positions) of the first support body 30 and the second support body 40 are the same.
- a movable portion of a hydraulic cylinder 50 is connected to the second support body 40, and as the hydraulic cylinder 50 expands and contracts, the second support body 40 reciprocates in the longitudinal direction of the vehicle.
- the spring 20 has one end 20a attached to the frame 7 directly below the second support 40, and the other end 20b fixed to the connecting member 80.
- the rear end 10b of the wire 10 is fixed to the connecting member 80 from the opposite direction to the spring 20. That is, the wire 10 is attached to the connecting member 80 from one side, and the spring 20 is attached from the other side.
- the wire 10 has a lifting portion 10c that extends approximately vertically in the vertical direction of the vehicle between the tip 10a and the first support 30, and the wire 10 is turned 90 degrees at the first support 30 to form a lifting portion 10c.
- Between the first support 30 and the second support 40 is a tension portion 10d that extends approximately horizontally in the longitudinal direction of the vehicle, and is folded back 180 degrees at the second support 40 to form the second support 40.
- a portion between the spring 20 and the folded portion 10e is a portion that extends substantially horizontally in the longitudinal direction of the vehicle.
- ⁇ indicates the movable range of the hydraulic cylinder 50
- ⁇ indicates the movable range of the spring 20
- ⁇ indicates the distance from the pin 110 to the upper surface of the chassis 5.
- the total length which is the sum of the length of the wire 10 and the length of the spring 20, varies depending on the degree of expansion and contraction of the spring 20, but it is calculated as follows: "distance from the pin 110 to the top surface of the chassis 5 - length of the spring 20 + cylinder of the hydraulic cylinder 50" Stroke x 2'' is constant between when the shaft is locked and when the vehicle is running.
- the spring 20, the first support 30, the second support 40, and the hydraulic cylinder 50 are attached to the frame 7 provided above the chassis 5 of the vehicle, and the first support 30 is attached to the frame 7. It is arranged vertically above the tip of the wire 10, the second support 40 is arranged at the same height as the first support 30, and the hydraulic cylinder 50 is extended and contracted between the first support 30 and the second support 40.
- the regulating body 60 is disposed between the second support body 40 and the spring 20, and the rear end 10b of the wire 10 is disposed closer to the spring 20 than the regulating body 60.
- the spring 20 expands and the rear end 10b of the wire 10 approaches the second support 40, but the rear end 10b of the wire 10 does not move beyond the regulating body 60. Therefore, when the rear end 10b of the wire 10 comes into contact with the regulating body 60, the spring 20 stops expanding.
- the rail 90 is provided at a position corresponding to the movement range of the rear end 10b of the wire 10.
- the connecting member 80 that is slidably engaged with the rail 90 moves along the rail 90 as the wire 10 or the spring 20 moves. Thereby, the movement of the wire 10 and the spring 20 in the folded portion 10e can be made smooth.
- FIG. 2 is a diagram showing the operation of the shaft locking device when locking the shaft.
- the chassis height is set to the minimum, and the air valve 6 is in a deflated, non-inflated state.
- Shaft locking is performed simultaneously with, for example, extending or jacking up the outriggers.
- the second support body 40 is translated forward by extending the hydraulic cylinder 50 forward.
- the tension portion 10d and the folded portion 10e of the wire 10 are pulled forward, and the pull-up portion 10c is accordingly pulled upward. Therefore, the arm 4 to which the tip 10a of the wire 10 is connected is pulled up, and the axle 2 is moved upward and held at a predetermined height.
- the wire 10 can be pulled by 260 mm.
- the distance between the first support body 30 and the second support body 40 can be relatively shortened to achieve shaft lock.
- the device can be arranged compactly.
- the hydraulic cylinder 50 is retracted to move the second support body 40 backward in parallel. This lowers the tip 10a of the wire 10, allowing the axle 2 to return to its original position.
- the regulating body 60 is provided with a proximity sensor that detects when the rear end 10b (connecting member 80) of the wire 10 approaches the regulating body 60.
- the disconnection detector 70 detects whether the proximity sensor is responding when the distance between the first support 30 and the second support 40 becomes large when the shaft is locked, that is, the rear end of the wire 10. A disconnection is detected depending on whether the wire 10b is located close to the regulating body 60 or not.
- the disconnection detection of this embodiment a disconnection of the wire 10 can be easily and reliably detected.
- FIG. 3 and 4 are diagrams showing the state of the shaft locking device while the vehicle is running.
- the hydraulic cylinder 50 is fixed so as not to expand or contract while the vehicle is running.
- FIG. 3 shows a state in which the chassis height is maximized by inflating the air valve with air.
- the air valve 6 expands and extends downward, the tip side of the arm 4 is pushed down, so a strong force acts on the wire 10 in the direction of pulling down the tip 10a.
- the connection portion of the attachment piece 100 with the wire 10 is rotatable, even when the arm 4 rotates downward, the pulled-up portion 10c of the wire 10 can remain substantially vertical.
- the pulling portion 10c of the wire 10 When the arm 4 is lowered, the pulling portion 10c of the wire 10 is pulled downward, the pulling portion 10d is pulled rearward, and the folded portion 10e is pulled forward. Since the rear end 10b of the wire 10 is connected to a spring 20 and its horizontal position is variable, when the folded portion 10e is pulled forward, the spring 20 is expanded and the rear end 10b of the wire 10 moves forward. The leading end 10a is lowered by the amount that the rear end 10b moves forward. In this way, when raising the vehicle height, the wire 10 can smoothly follow changes in vehicle height. With the chassis at its maximum height, the wire tension is relatively low.
- FIG. 4 shows a state in which the chassis height is minimized by letting the air out of the air valve.
- the air valve 6 contracts, the arm 4 rotates and its distal end side rises.
- the force with which the arm 4 pulls down the tip 10a of the wire 10 becomes smaller, and the force with which the wire 10 pulls the spring 20 weakens, so the spring 20 contracts.
- the rear end 10b of the wire 10 moves rearward. As a result, the excess portion of the wire 10 due to the rise of the arm 4 is absorbed by the spring 20, and the slack of the wire 10 can be taken up.
- the spring 20 contracts and automatically prevents the wire 10 from becoming loose, so that the wire 10 can be maintained in an appropriate state following changes in the vehicle height.
- the wire tension is relatively low.
- the air valve 6 cannot be filled with air while the shaft is locked, and the air valve 6 can be filled with air after the shaft lock is released.
- the vehicle shaft locking device of the present invention can reliably lock the shaft, and can also be used not only for vehicles equipped with leaf suspension but also for vehicles equipped with air suspension, which have a large variation in chassis height (vehicle height). It is possible to effectively prevent the wire 10 from becoming loose during running.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
This vehicle shaft lock device comprises a first support body 30 and a second support body 40 that support a wire 10 connected to the axle 2 side, a spring 20 to which the wire 10 is connected, and a distance changer 50. The wire 10 extends from a front end 10a through the first support body 30 and the second support body 40 and connects to the spring 20 at a rear end 10b. During a shaft lock, the distance between the first support body 30 and the second support body 40 is increased so as to pull the wire 10 toward the rear end 10b to raise the axle 2. During traveling of the vehicle, when the distance between the first support body 30 and the front end 10a of the wire 10 changes due to fluctuations in chassis height, the spring 20 extends and contracts to change the position of the rear end 10b of the wire 10, thereby removing slack in the wire 10. Consequently, it is possible to provide a vehicle shaft lock device that is also applicable to vehicles with air suspension.
Description
本発明は、車両の車軸を持ち上げるシャフトロック装置に関する。
The present invention relates to a shaft lock device that lifts the axle of a vehicle.
図5は作業中の梯子搭載車を後方視した概略図である。梯子搭載車においては、アウトリガ8を張り出してジャッキアップした状態で梯子9の伸長、旋回、及び起伏操作を行うが、梯子9を旋回させたときなどに左右のバランスが崩れて車両が2度程度傾く可能性がある。車両が傾くと、一方側のアウトリガ8が地面から浮き上がり、浮き上がった側の後輪1は負荷が減り伸びるため車両を転倒させる向きに力を与え続けることとなる。このため、梯子搭載車やブーム搭載車などの作業車両には、作業姿勢時にタイヤやサスペンションの反力により安定が悪くなることを防止するシャフトロック装置が取り付けられている。
例えば、特許文献1には、旋回可能な梯子又は空中救助プラットフォーム、及びジャッキシステムを備え、ジャッキシステムは車両本体をジャッキアップするための側方地面支持と、ジャッキアップ状態で車両本体の傾きをブロックする安定化手段とを備え、安定化手段は、車両の後部車軸サスペンションをブロックするための油圧操作可能な後部車軸ブロック装置と、車両の前部車軸サスペンションの中に統合される油圧でロック可能な緩衝装置を備え、後部車軸ブロック装置及び、油圧でロック可能な緩衝装置は、後部車軸ブロック装置の活性化と、活性化後に遅れて油圧でロック可能な緩衝装置をロックする共通の油圧制御手段によって制御される多用車が開示されている。
また、作業姿勢時の安定性の悪化防止を目的とするものでは無いが、特許文献2には、車輛フレームの両側部に隣接して垂直方向に揺動できるように装着された一対の制御腕に固定された接地車輪の車軸と、制御腕及びフレーム間に荷重を伝達出来るように装着された空気ばねとを含む自動車用サスペンション装置に於いて、空気ばね内の圧力の調節に応じて車軸及びこれに固定された車輪を持上げる改良された構造にして、一方の位置から他方の位置へ揺動出来るようにして支軸装置によりフレーム上に装置されたレバー装置を備え、レバー装置及び支軸装置は制御腕及びその装架装置とは別に設けられて居り、レバー装置を一方の位置へ揺動させる力を生じるようにフレーム上に装着されたばね装置と、レバー装置が他方の位置から一方の位置へ揺動するのに応じて車軸を持上げ力を生じるリンク装置とを含み、レバー、ばね、及びリンク装置は、フレームに装着された時に、ばね力及び持上げ力がレバー装置の揺動運動に応じて支軸装置からの距離が変化する線上に沿って作用するような関係に配置され、レバー装置が他方の位置から一方の位置へ揺動される時に、ばね力の作用線の距離は増加し、持上げ力の作用線の距離は減少するように構成された自動車用サスペンション機構が開示されている。 FIG. 5 is a schematic diagram of the ladder-equipped vehicle during work, viewed from behind. In a vehicle equipped with a ladder, the ladder 9 is extended, turned, and raised while the outrigger 8 is extended and jacked up. However, when the ladder 9 is turned, the left and right balance is lost and the vehicle tilts about 2 degrees. It may tilt. When the vehicle tilts, the outrigger 8 on one side lifts off the ground, and the rear wheel 1 on the lifted side reduces its load and stretches, continuing to apply force in the direction of overturning the vehicle. For this reason, work vehicles such as ladder-equipped vehicles and boom-equipped vehicles are equipped with shaft lock devices that prevent stability from worsening due to reaction forces of tires and suspensions during working positions.
For example, Patent Document 1 includes a swingable ladder or aerial rescue platform and a jack system, and the jack system provides lateral ground support for jacking up the vehicle body and blocks tilting of the vehicle body in the jacked up state. a hydraulically operable rear axle blocking device for blocking the rear axle suspension of the vehicle; and a hydraulically lockable rear axle blocking device integrated into the front axle suspension of the vehicle. The rear axle blocking device and the hydraulically lockable damping device are provided with a damping device, and the rear axle blocking device and the hydraulically lockable damping device are operated by a common hydraulic control means that activates the rear axle blocking device and locks the hydraulically lockable damping device with a delay after activation. A controlled utility vehicle is disclosed.
Furthermore, although the purpose is not to prevent deterioration of stability during working postures, Patent Document 2 discloses a pair of control arms mounted adjacent to both sides of the vehicle frame so as to be able to swing vertically. In an automobile suspension system that includes a ground wheel axle fixed to a ground wheel and an air spring mounted to transmit a load between a control arm and a frame, the axle and the It has an improved structure for lifting the wheel fixed to this, and is equipped with a lever device installed on the frame by a supporting shaft device so as to be able to swing from one position to the other. The device is separate from the control arm and its mounting device, and includes a spring device mounted on the frame to create a force that swings the lever device from one position to the other. a linkage that produces a lifting force on the axle as it swings into position; the lever, spring, and linkage are arranged such that when mounted on the frame, the spring force and the lifting force are applied to the swinging movement of the lever arrangement; The spring force is arranged in such a relationship that it acts along a line whose distance from the pivot device changes accordingly, and when the lever device is swung from one position to the other, the distance of the line of action of the spring force increases. However, an automobile suspension mechanism is disclosed in which the distance of the line of action of the lifting force is reduced.
例えば、特許文献1には、旋回可能な梯子又は空中救助プラットフォーム、及びジャッキシステムを備え、ジャッキシステムは車両本体をジャッキアップするための側方地面支持と、ジャッキアップ状態で車両本体の傾きをブロックする安定化手段とを備え、安定化手段は、車両の後部車軸サスペンションをブロックするための油圧操作可能な後部車軸ブロック装置と、車両の前部車軸サスペンションの中に統合される油圧でロック可能な緩衝装置を備え、後部車軸ブロック装置及び、油圧でロック可能な緩衝装置は、後部車軸ブロック装置の活性化と、活性化後に遅れて油圧でロック可能な緩衝装置をロックする共通の油圧制御手段によって制御される多用車が開示されている。
また、作業姿勢時の安定性の悪化防止を目的とするものでは無いが、特許文献2には、車輛フレームの両側部に隣接して垂直方向に揺動できるように装着された一対の制御腕に固定された接地車輪の車軸と、制御腕及びフレーム間に荷重を伝達出来るように装着された空気ばねとを含む自動車用サスペンション装置に於いて、空気ばね内の圧力の調節に応じて車軸及びこれに固定された車輪を持上げる改良された構造にして、一方の位置から他方の位置へ揺動出来るようにして支軸装置によりフレーム上に装置されたレバー装置を備え、レバー装置及び支軸装置は制御腕及びその装架装置とは別に設けられて居り、レバー装置を一方の位置へ揺動させる力を生じるようにフレーム上に装着されたばね装置と、レバー装置が他方の位置から一方の位置へ揺動するのに応じて車軸を持上げ力を生じるリンク装置とを含み、レバー、ばね、及びリンク装置は、フレームに装着された時に、ばね力及び持上げ力がレバー装置の揺動運動に応じて支軸装置からの距離が変化する線上に沿って作用するような関係に配置され、レバー装置が他方の位置から一方の位置へ揺動される時に、ばね力の作用線の距離は増加し、持上げ力の作用線の距離は減少するように構成された自動車用サスペンション機構が開示されている。 FIG. 5 is a schematic diagram of the ladder-equipped vehicle during work, viewed from behind. In a vehicle equipped with a ladder, the ladder 9 is extended, turned, and raised while the outrigger 8 is extended and jacked up. However, when the ladder 9 is turned, the left and right balance is lost and the vehicle tilts about 2 degrees. It may tilt. When the vehicle tilts, the outrigger 8 on one side lifts off the ground, and the rear wheel 1 on the lifted side reduces its load and stretches, continuing to apply force in the direction of overturning the vehicle. For this reason, work vehicles such as ladder-equipped vehicles and boom-equipped vehicles are equipped with shaft lock devices that prevent stability from worsening due to reaction forces of tires and suspensions during working positions.
For example, Patent Document 1 includes a swingable ladder or aerial rescue platform and a jack system, and the jack system provides lateral ground support for jacking up the vehicle body and blocks tilting of the vehicle body in the jacked up state. a hydraulically operable rear axle blocking device for blocking the rear axle suspension of the vehicle; and a hydraulically lockable rear axle blocking device integrated into the front axle suspension of the vehicle. The rear axle blocking device and the hydraulically lockable damping device are provided with a damping device, and the rear axle blocking device and the hydraulically lockable damping device are operated by a common hydraulic control means that activates the rear axle blocking device and locks the hydraulically lockable damping device with a delay after activation. A controlled utility vehicle is disclosed.
Furthermore, although the purpose is not to prevent deterioration of stability during working postures, Patent Document 2 discloses a pair of control arms mounted adjacent to both sides of the vehicle frame so as to be able to swing vertically. In an automobile suspension system that includes a ground wheel axle fixed to a ground wheel and an air spring mounted to transmit a load between a control arm and a frame, the axle and the It has an improved structure for lifting the wheel fixed to this, and is equipped with a lever device installed on the frame by a supporting shaft device so as to be able to swing from one position to the other. The device is separate from the control arm and its mounting device, and includes a spring device mounted on the frame to create a force that swings the lever device from one position to the other. a linkage that produces a lifting force on the axle as it swings into position; the lever, spring, and linkage are arranged such that when mounted on the frame, the spring force and the lifting force are applied to the swinging movement of the lever arrangement; The spring force is arranged in such a relationship that it acts along a line whose distance from the pivot device changes accordingly, and when the lever device is swung from one position to the other, the distance of the line of action of the spring force increases. However, an automobile suspension mechanism is disclosed in which the distance of the line of action of the lifting force is reduced.
作業車両のシャシに設けられるサスペンションとしては、重ね合わせた板バネの湾曲により衝撃を吸収するタイプのリーフサスペンションが依然として多いものの、ゴム製バルブ内の空気圧の調整により衝撃を吸収するタイプのエアサスペンションも増えてきている。エアサスペンション搭載車は、バルブ内の空気を抜きサスペンション機能を弱めた状態で作業姿勢をとるため、リーフサスペンション搭載車に比べると安定しているものの、より安全性を高めるためにはシャフトロック装置が取り付けられていることが好ましい。
しかし、リーフサスペンションを搭載した作業車両の場合は、走行中に板バネが撓むことによる車高の変化量は比較的小さいのに対し、エアサスペンションを搭載した車両の場合は、走行中にバルブの空気圧を変化させて車高を変えることも可能であるなど、車高の変化量が比較的大きい。そのため、リーフサスペンション搭載車に用いられているサスペンションロック装置は、構成を多少変えたとしてもエアサスペンション搭載車に適用することは困難である。
ここで、特許文献1に記載の多用車は、ジャッキアップ状態で車両本体の傾きをブロックする安定化手段を備えるが、走行中に車高が変動した場合の追従については何ら記載されていない。
また、特許文献2に記載の空気サスペンション装置は、作業姿勢時に車軸を持上げて車両の安定性を高めるためものではない。なお、車両が無負荷状態又は軽負荷状態で作動している時には空気ばね内の圧力を逃がしてコイルばねとリンクにより車軸を持上げて車輪を路面から離すことが記載されているが、車輪が接地した状態で車高が変動した際の追従については何ら記載されていない。
そこで、本発明は、エアサスペンション搭載車にも適用できる車両のシャフトロック装置、及び当該装置を備えた車両を提供することを目的とする。 Most suspensions installed on the chassis of work vehicles are still leaf suspensions, which absorb shock through the curvature of stacked leaf springs, but there are also air suspensions, which absorb shock by adjusting the air pressure inside rubber valves. It is increasing. Vehicles equipped with air suspension are more stable than vehicles equipped with leaf suspension because the air in the valves is removed and the suspension function is weakened to maintain a working posture. Preferably, it is attached.
However, in the case of a work vehicle equipped with a leaf suspension, the amount of change in vehicle height due to the deflection of the leaf spring while driving is relatively small, whereas in the case of a vehicle equipped with an air suspension, the amount of change in vehicle height due to the bending of the leaf spring while driving is relatively small. The amount of change in vehicle height is relatively large, as it is possible to change the vehicle height by changing the air pressure in the vehicle. Therefore, it is difficult to apply a suspension lock device used in a vehicle equipped with a leaf suspension to a vehicle equipped with an air suspension, even if the structure is slightly modified.
Here, the utility vehicle described in Patent Document 1 is equipped with a stabilizing means for blocking the tilting of the vehicle body in the jacked-up state, but there is no description of how to follow changes in vehicle height while driving.
Further, the air suspension device described in Patent Document 2 is not designed to raise the axle in the working position to improve the stability of the vehicle. Furthermore, it is stated that when the vehicle is operating under no load or light load, the pressure in the air spring is released and the coil spring and link lift the axle to lift the wheel off the road surface. There is no description of how the vehicle will follow when the vehicle height changes.
SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a shaft locking device for a vehicle that can be applied to a vehicle equipped with an air suspension, and a vehicle equipped with the device.
しかし、リーフサスペンションを搭載した作業車両の場合は、走行中に板バネが撓むことによる車高の変化量は比較的小さいのに対し、エアサスペンションを搭載した車両の場合は、走行中にバルブの空気圧を変化させて車高を変えることも可能であるなど、車高の変化量が比較的大きい。そのため、リーフサスペンション搭載車に用いられているサスペンションロック装置は、構成を多少変えたとしてもエアサスペンション搭載車に適用することは困難である。
ここで、特許文献1に記載の多用車は、ジャッキアップ状態で車両本体の傾きをブロックする安定化手段を備えるが、走行中に車高が変動した場合の追従については何ら記載されていない。
また、特許文献2に記載の空気サスペンション装置は、作業姿勢時に車軸を持上げて車両の安定性を高めるためものではない。なお、車両が無負荷状態又は軽負荷状態で作動している時には空気ばね内の圧力を逃がしてコイルばねとリンクにより車軸を持上げて車輪を路面から離すことが記載されているが、車輪が接地した状態で車高が変動した際の追従については何ら記載されていない。
そこで、本発明は、エアサスペンション搭載車にも適用できる車両のシャフトロック装置、及び当該装置を備えた車両を提供することを目的とする。 Most suspensions installed on the chassis of work vehicles are still leaf suspensions, which absorb shock through the curvature of stacked leaf springs, but there are also air suspensions, which absorb shock by adjusting the air pressure inside rubber valves. It is increasing. Vehicles equipped with air suspension are more stable than vehicles equipped with leaf suspension because the air in the valves is removed and the suspension function is weakened to maintain a working posture. Preferably, it is attached.
However, in the case of a work vehicle equipped with a leaf suspension, the amount of change in vehicle height due to the deflection of the leaf spring while driving is relatively small, whereas in the case of a vehicle equipped with an air suspension, the amount of change in vehicle height due to the bending of the leaf spring while driving is relatively small. The amount of change in vehicle height is relatively large, as it is possible to change the vehicle height by changing the air pressure in the vehicle. Therefore, it is difficult to apply a suspension lock device used in a vehicle equipped with a leaf suspension to a vehicle equipped with an air suspension, even if the structure is slightly modified.
Here, the utility vehicle described in Patent Document 1 is equipped with a stabilizing means for blocking the tilting of the vehicle body in the jacked-up state, but there is no description of how to follow changes in vehicle height while driving.
Further, the air suspension device described in Patent Document 2 is not designed to raise the axle in the working position to improve the stability of the vehicle. Furthermore, it is stated that when the vehicle is operating under no load or light load, the pressure in the air spring is released and the coil spring and link lift the axle to lift the wheel off the road surface. There is no description of how the vehicle will follow when the vehicle height changes.
SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a shaft locking device for a vehicle that can be applied to a vehicle equipped with an air suspension, and a vehicle equipped with the device.
請求項1記載の本発明の車両のシャフトロック装置は、車両の車軸2を上昇させ保持するシャフトロック装置であって、車軸2側に先端10aが接続されたワイヤ10と、ワイヤ10の先端10aよりも上方に位置してワイヤ10を支持する第一支持体30及び第二支持体40と、第一支持体30及び第二支持体40に架け渡されたワイヤ10の後端10bが接続されたバネ20と、第一支持体30と第二支持体40との距離を変える距離変更具50とを備え、ワイヤ10は、先端10aから第一支持体30と第二支持体40を介して後端10bがバネ20に接続され、シャフトロックの際は、距離変更具50により第一支持体30と第二支持体40との距離を大きくすることでワイヤ10を後端10b側に牽引して車軸2を上げ、車両の走行中は、第一支持体30と第二支持体40との距離を一定とし、シャシ高さの変動により第一支持体30とワイヤ10の先端10aとの距離が変わる場合に、バネ20が伸縮してワイヤ10の後端10bの位置が変動することによりワイヤ10の弛みとりが行われることを特徴とする。
請求項2記載の本発明は、請求項1に記載の車両のシャフトロック装置において、第一支持体30は位置が固定、第二支持体40は位置が可変であり、距離変更具50は、第二支持体40を動かして第一支持体30と第二支持体40との距離を変えることを特徴とする。
請求項3記載の本発明は、請求項2に記載の車両のシャフトロック装置において、第一支持体30は、ワイヤ10の先端10aの鉛直上方に配置され、第二支持体40は、第一支持体30と同じ高さに配置され、距離変更具50は、第二支持体40に接続されたシリンダであり、第一支持体30と第二支持体40との間において、伸縮方向を車両前後方向として配置され、バネ20は、距離変更具50よりも下方において、伸縮方向を車両前後方向として配置されていることを特徴とする。
請求項4記載の本発明は、請求項1から請求項3のいずれか一項に記載の車両のシャフトロック装置において、車両のシャシ5の上方に設けられたフレーム7にバネ20、第一支持体30、第二支持体40、及び距離変更具50が取り付けられていることを特徴とする。
請求項5記載の本発明は、請求項1から請求項4のいずれか一項に記載の車両のシャフトロック装置において、第二支持体40とバネ20との間にバネ20の伸長を規制する規制体60を備え、規制体60とバネ20との間にワイヤ10の後端10bが配置され、ワイヤ10が先端10a側に牽引されバネ20が伸長するとき、ワイヤ10の後端10bが規制体60に当接してそれ以上は第二支持体40側へ移動できなくなることで、バネ20の伸長が止まることを特徴とする。
請求項6記載の本発明は、請求項1から請求項5のいずれか一項に記載の車両のシャフトロック装置において、ワイヤ10の断線を検知する断線検知器70を備え、断線検知器70は、シャフトロックが行われる際、第一支持体30と第二支持体40との距離が大きくなったときにワイヤ10の後端10bが所定の位置にあるか否かにより断線を検知することを特徴とする。
請求項7記載の本発明は、請求項1から請求項6のいずれか一項に記載の車両のシャフトロック装置において、第一支持体30及び第二支持体40はプーリーであることを特徴とする。
請求項8記載の本発明は、請求項1から請求項7のいずれか一項に記載の車両のシャフトロック装置において、一方にワイヤ10の後端10bが取り付けられ、他方にバネ20が取り付けられた接続材80と、接続材80が取り付けられたレール90とを備え、接続材80は、ワイヤ10又はバネ20の動きに伴ってレール90に沿って移動することを特徴とする。
請求項9記載の本発明の車両は、請求項1から請求項8のいずれか一項に記載の車両のシャフトロック装置を備えることを特徴とする。 A shaft locking device for a vehicle according to the present invention according to claim 1 is a shaft locking device for raising and holding an axle 2 of a vehicle, and includes a wire 10 having a tip 10a connected to the axle 2 side, and a tip 10a of the wire 10. The first support 30 and the second support 40 that are located above the wire 10 and support the wire 10 are connected to the rear end 10b of the wire 10 that spans the first support 30 and the second support 40. The wire 10 is provided with a spring 20 and a distance changer 50 that changes the distance between the first support 30 and the second support 40, and the wire 10 is extended from the tip 10a through the first support 30 and the second support 40. The rear end 10b is connected to the spring 20, and when the shaft is locked, the wire 10 is pulled toward the rear end 10b by increasing the distance between the first support 30 and the second support 40 using the distance changer 50. While the vehicle is running, the distance between the first support 30 and the second support 40 is kept constant, and the distance between the first support 30 and the tip 10a of the wire 10 changes as the chassis height changes. When the wire 10 changes, the spring 20 expands and contracts to change the position of the rear end 10b of the wire 10, thereby taking up the slack in the wire 10.
The present invention according to claim 2 is the shaft locking device for a vehicle according to claim 1, in which the first support body 30 has a fixed position, the second support body 40 has a variable position, and the distance changing device 50 has the following features: The feature is that the distance between the first support 30 and the second support 40 is changed by moving the second support 40.
The present invention according to claim 3 is the shaft locking device for a vehicle according to claim 2, in which the first support 30 is disposed vertically above the tip 10a of the wire 10, and the second support 40 is disposed vertically above the tip 10a of the wire 10. The distance changing device 50 is a cylinder arranged at the same height as the support 30 and connected to the second support 40, and is arranged between the first support 30 and the second support 40 in the direction of expansion and contraction of the vehicle. The spring 20 is arranged in the front-rear direction, and the spring 20 is arranged below the distance changer 50 so that the direction of expansion and contraction is in the vehicle front-rear direction.
The present invention according to claim 4 provides a shaft locking device for a vehicle according to any one of claims 1 to 3, in which a spring 20 is attached to a frame 7 provided above a chassis 5 of the vehicle. It is characterized in that a body 30, a second support 40, and a distance changer 50 are attached.
The present invention according to claim 5 is a shaft locking device for a vehicle according to any one of claims 1 to 4, in which expansion of the spring 20 is restricted between the second support body 40 and the spring 20. A regulating body 60 is provided, and the rear end 10b of the wire 10 is disposed between the regulating body 60 and the spring 20, and when the wire 10 is pulled toward the tip 10a and the spring 20 is expanded, the rear end 10b of the wire 10 is disposed between the regulating body 60 and the spring 20. The spring 20 is characterized in that the extension of the spring 20 is stopped when it comes into contact with the body 60 and cannot move any further toward the second support body 40 .
According to a sixth aspect of the present invention, the shaft locking device for a vehicle according to any one of claims 1 to 5 includes a disconnection detector 70 for detecting a disconnection of the wire 10. When the shaft lock is performed, when the distance between the first support body 30 and the second support body 40 becomes large, disconnection is detected by checking whether the rear end 10b of the wire 10 is in a predetermined position. Features.
The present invention according to claim 7 is the shaft locking device for a vehicle according to any one of claims 1 to 6, characterized in that the first support body 30 and the second support body 40 are pulleys. do.
The present invention according to claim 8 is the shaft locking device for a vehicle according to any one of claims 1 to 7, in which the rear end 10b of the wire 10 is attached to one side and the spring 20 is attached to the other side. The connecting member 80 is characterized in that the connecting member 80 is provided with a connecting member 80 and a rail 90 to which the connecting member 80 is attached, and that the connecting member 80 moves along the rail 90 as the wire 10 or the spring 20 moves.
A vehicle according to a ninth aspect of the present invention is characterized by comprising the vehicle shaft locking device according to any one of claims 1 to 8.
請求項2記載の本発明は、請求項1に記載の車両のシャフトロック装置において、第一支持体30は位置が固定、第二支持体40は位置が可変であり、距離変更具50は、第二支持体40を動かして第一支持体30と第二支持体40との距離を変えることを特徴とする。
請求項3記載の本発明は、請求項2に記載の車両のシャフトロック装置において、第一支持体30は、ワイヤ10の先端10aの鉛直上方に配置され、第二支持体40は、第一支持体30と同じ高さに配置され、距離変更具50は、第二支持体40に接続されたシリンダであり、第一支持体30と第二支持体40との間において、伸縮方向を車両前後方向として配置され、バネ20は、距離変更具50よりも下方において、伸縮方向を車両前後方向として配置されていることを特徴とする。
請求項4記載の本発明は、請求項1から請求項3のいずれか一項に記載の車両のシャフトロック装置において、車両のシャシ5の上方に設けられたフレーム7にバネ20、第一支持体30、第二支持体40、及び距離変更具50が取り付けられていることを特徴とする。
請求項5記載の本発明は、請求項1から請求項4のいずれか一項に記載の車両のシャフトロック装置において、第二支持体40とバネ20との間にバネ20の伸長を規制する規制体60を備え、規制体60とバネ20との間にワイヤ10の後端10bが配置され、ワイヤ10が先端10a側に牽引されバネ20が伸長するとき、ワイヤ10の後端10bが規制体60に当接してそれ以上は第二支持体40側へ移動できなくなることで、バネ20の伸長が止まることを特徴とする。
請求項6記載の本発明は、請求項1から請求項5のいずれか一項に記載の車両のシャフトロック装置において、ワイヤ10の断線を検知する断線検知器70を備え、断線検知器70は、シャフトロックが行われる際、第一支持体30と第二支持体40との距離が大きくなったときにワイヤ10の後端10bが所定の位置にあるか否かにより断線を検知することを特徴とする。
請求項7記載の本発明は、請求項1から請求項6のいずれか一項に記載の車両のシャフトロック装置において、第一支持体30及び第二支持体40はプーリーであることを特徴とする。
請求項8記載の本発明は、請求項1から請求項7のいずれか一項に記載の車両のシャフトロック装置において、一方にワイヤ10の後端10bが取り付けられ、他方にバネ20が取り付けられた接続材80と、接続材80が取り付けられたレール90とを備え、接続材80は、ワイヤ10又はバネ20の動きに伴ってレール90に沿って移動することを特徴とする。
請求項9記載の本発明の車両は、請求項1から請求項8のいずれか一項に記載の車両のシャフトロック装置を備えることを特徴とする。 A shaft locking device for a vehicle according to the present invention according to claim 1 is a shaft locking device for raising and holding an axle 2 of a vehicle, and includes a wire 10 having a tip 10a connected to the axle 2 side, and a tip 10a of the wire 10. The first support 30 and the second support 40 that are located above the wire 10 and support the wire 10 are connected to the rear end 10b of the wire 10 that spans the first support 30 and the second support 40. The wire 10 is provided with a spring 20 and a distance changer 50 that changes the distance between the first support 30 and the second support 40, and the wire 10 is extended from the tip 10a through the first support 30 and the second support 40. The rear end 10b is connected to the spring 20, and when the shaft is locked, the wire 10 is pulled toward the rear end 10b by increasing the distance between the first support 30 and the second support 40 using the distance changer 50. While the vehicle is running, the distance between the first support 30 and the second support 40 is kept constant, and the distance between the first support 30 and the tip 10a of the wire 10 changes as the chassis height changes. When the wire 10 changes, the spring 20 expands and contracts to change the position of the rear end 10b of the wire 10, thereby taking up the slack in the wire 10.
The present invention according to claim 2 is the shaft locking device for a vehicle according to claim 1, in which the first support body 30 has a fixed position, the second support body 40 has a variable position, and the distance changing device 50 has the following features: The feature is that the distance between the first support 30 and the second support 40 is changed by moving the second support 40.
The present invention according to claim 3 is the shaft locking device for a vehicle according to claim 2, in which the first support 30 is disposed vertically above the tip 10a of the wire 10, and the second support 40 is disposed vertically above the tip 10a of the wire 10. The distance changing device 50 is a cylinder arranged at the same height as the support 30 and connected to the second support 40, and is arranged between the first support 30 and the second support 40 in the direction of expansion and contraction of the vehicle. The spring 20 is arranged in the front-rear direction, and the spring 20 is arranged below the distance changer 50 so that the direction of expansion and contraction is in the vehicle front-rear direction.
The present invention according to claim 4 provides a shaft locking device for a vehicle according to any one of claims 1 to 3, in which a spring 20 is attached to a frame 7 provided above a chassis 5 of the vehicle. It is characterized in that a body 30, a second support 40, and a distance changer 50 are attached.
The present invention according to claim 5 is a shaft locking device for a vehicle according to any one of claims 1 to 4, in which expansion of the spring 20 is restricted between the second support body 40 and the spring 20. A regulating body 60 is provided, and the rear end 10b of the wire 10 is disposed between the regulating body 60 and the spring 20, and when the wire 10 is pulled toward the tip 10a and the spring 20 is expanded, the rear end 10b of the wire 10 is disposed between the regulating body 60 and the spring 20. The spring 20 is characterized in that the extension of the spring 20 is stopped when it comes into contact with the body 60 and cannot move any further toward the second support body 40 .
According to a sixth aspect of the present invention, the shaft locking device for a vehicle according to any one of claims 1 to 5 includes a disconnection detector 70 for detecting a disconnection of the wire 10. When the shaft lock is performed, when the distance between the first support body 30 and the second support body 40 becomes large, disconnection is detected by checking whether the rear end 10b of the wire 10 is in a predetermined position. Features.
The present invention according to claim 7 is the shaft locking device for a vehicle according to any one of claims 1 to 6, characterized in that the first support body 30 and the second support body 40 are pulleys. do.
The present invention according to claim 8 is the shaft locking device for a vehicle according to any one of claims 1 to 7, in which the rear end 10b of the wire 10 is attached to one side and the spring 20 is attached to the other side. The connecting member 80 is characterized in that the connecting member 80 is provided with a connecting member 80 and a rail 90 to which the connecting member 80 is attached, and that the connecting member 80 moves along the rail 90 as the wire 10 or the spring 20 moves.
A vehicle according to a ninth aspect of the present invention is characterized by comprising the vehicle shaft locking device according to any one of claims 1 to 8.
本発明によれば、エアサスペンション搭載車にも適用できる車両のシャフトロック装置、及び当該装置を備えた車両を提供することができる。
According to the present invention, it is possible to provide a shaft locking device for a vehicle that can also be applied to a vehicle equipped with an air suspension, and a vehicle equipped with the device.
本発明の第1の実施の形態による車両のシャフトロック装置は、車両の車軸を上昇させ保持するシャフトロック装置であって、車軸側に先端が接続されたワイヤと、ワイヤの先端よりも上方に位置してワイヤを支持する第一支持体及び第二支持体と、第一支持体及び第二支持体に架け渡されたワイヤの後端が接続されたバネと、第一支持体と第二支持体との距離を変える距離変更具とを備え、ワイヤは、先端から第一支持体と第二支持体を介して後端がバネに接続され、シャフトロックの際は、距離変更具により第一支持体と第二支持体との距離を大きくすることでワイヤを後端側に牽引して車軸を上げ、車両の走行中は、第一支持体と第二支持体との距離を一定とし、シャシ高さの変動により第一支持体とワイヤの先端との距離が変わる場合に、バネが伸縮してワイヤの後端の位置が変動することによりワイヤの弛みとりが行われるものである。
本実施の形態によれば、シャフトロックを確実に行えると共に、シャシ高さの変動幅が大きいエアサスペンション搭載車においても走行中にワイヤの弛みを効果的に防止することができる。 A shaft locking device for a vehicle according to a first embodiment of the present invention is a shaft locking device that raises and holds an axle of a vehicle, and includes a wire whose tip is connected to the axle side, and a wire whose tip is connected to the axle side. a first support body and a second support body positioned to support the wire; a spring to which the rear end of the wire is connected and spanned over the first support body and the second support body; The wire is equipped with a distance changing device that changes the distance from the support, and the rear end of the wire is connected to the spring from the tip through the first support and the second support, and when the shaft is locked, the distance changing device changes the distance between the wire and the support. By increasing the distance between the first support and the second support, the wire is pulled toward the rear end to raise the axle, and while the vehicle is running, the distance between the first support and the second support is constant. When the distance between the first support and the tip of the wire changes due to a change in the height of the chassis, the spring expands and contracts to change the position of the rear end of the wire, thereby taking up the slack in the wire.
According to this embodiment, the shaft can be reliably locked, and even in a car equipped with an air suspension in which the chassis height fluctuates widely, it is possible to effectively prevent the wire from becoming loose during driving.
本実施の形態によれば、シャフトロックを確実に行えると共に、シャシ高さの変動幅が大きいエアサスペンション搭載車においても走行中にワイヤの弛みを効果的に防止することができる。 A shaft locking device for a vehicle according to a first embodiment of the present invention is a shaft locking device that raises and holds an axle of a vehicle, and includes a wire whose tip is connected to the axle side, and a wire whose tip is connected to the axle side. a first support body and a second support body positioned to support the wire; a spring to which the rear end of the wire is connected and spanned over the first support body and the second support body; The wire is equipped with a distance changing device that changes the distance from the support, and the rear end of the wire is connected to the spring from the tip through the first support and the second support, and when the shaft is locked, the distance changing device changes the distance between the wire and the support. By increasing the distance between the first support and the second support, the wire is pulled toward the rear end to raise the axle, and while the vehicle is running, the distance between the first support and the second support is constant. When the distance between the first support and the tip of the wire changes due to a change in the height of the chassis, the spring expands and contracts to change the position of the rear end of the wire, thereby taking up the slack in the wire.
According to this embodiment, the shaft can be reliably locked, and even in a car equipped with an air suspension in which the chassis height fluctuates widely, it is possible to effectively prevent the wire from becoming loose during driving.
本発明の第2の実施の形態は、第1の実施の形態による車両のシャフトロック装置において、第一支持体は位置が固定、第二支持体は位置が可変であり、距離変更具は、第二支持体を動かして第一支持体と第二支持体との距離を変えるものである。
本実施の形態によれば、ワイヤのうち上下方向に延びる部分の支点となっている第一支持体の位置は固定とすることで、車軸をスムーズに引き上げることができる。 A second embodiment of the present invention is a shaft locking device for a vehicle according to the first embodiment, in which the first support body is fixed in position, the second support body is variable in position, and the distance changing device is The distance between the first support and the second support is changed by moving the second support.
According to this embodiment, by fixing the position of the first support body, which serves as a fulcrum for the vertically extending portion of the wire, the axle can be pulled up smoothly.
本実施の形態によれば、ワイヤのうち上下方向に延びる部分の支点となっている第一支持体の位置は固定とすることで、車軸をスムーズに引き上げることができる。 A second embodiment of the present invention is a shaft locking device for a vehicle according to the first embodiment, in which the first support body is fixed in position, the second support body is variable in position, and the distance changing device is The distance between the first support and the second support is changed by moving the second support.
According to this embodiment, by fixing the position of the first support body, which serves as a fulcrum for the vertically extending portion of the wire, the axle can be pulled up smoothly.
本発明の第3の実施の形態は、第2の実施の形態による車両のシャフトロック装置において、第一支持体は、ワイヤの先端の鉛直上方に配置され、第二支持体は、第一支持体と同じ高さに配置され、距離変更具は、第二支持体に接続されたシリンダであり、第一支持体と第二支持体との間において、伸縮方向を車両前後方向として配置され、バネは、距離変更具よりも下方において、伸縮方向を車両前後方向として配置されているものである。
本実施の形態によれば、シャフトロック装置をコンパクトに纏めて所要取付スペースを比較的小さくできる。 A third embodiment of the present invention is a shaft locking device for a vehicle according to the second embodiment, in which the first support body is arranged vertically above the tip of the wire, and the second support body is arranged vertically above the tip of the wire. Disposed at the same height as the body, the distance changing device is a cylinder connected to the second support body, and is disposed between the first support body and the second support body with the expansion and contraction direction being the longitudinal direction of the vehicle, The spring is disposed below the distance changer with its expansion and contraction direction being in the longitudinal direction of the vehicle.
According to this embodiment, the shaft lock device can be made compact and the required installation space can be made relatively small.
本実施の形態によれば、シャフトロック装置をコンパクトに纏めて所要取付スペースを比較的小さくできる。 A third embodiment of the present invention is a shaft locking device for a vehicle according to the second embodiment, in which the first support body is arranged vertically above the tip of the wire, and the second support body is arranged vertically above the tip of the wire. Disposed at the same height as the body, the distance changing device is a cylinder connected to the second support body, and is disposed between the first support body and the second support body with the expansion and contraction direction being the longitudinal direction of the vehicle, The spring is disposed below the distance changer with its expansion and contraction direction being in the longitudinal direction of the vehicle.
According to this embodiment, the shaft lock device can be made compact and the required installation space can be made relatively small.
本発明の第4の実施の形態は、第1から第3のいずれか一つの実施の形態による車両のシャフトロック装置において、車両のシャシの上方に設けられたフレームにバネ、第一支持体、第二支持体、及び距離変更具が取り付けられているものである。
本実施の形態によれば、フレームを利用してシャフトロック装置を取り付けることができる。 A fourth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to third embodiments, in which a spring is mounted on a frame provided above a chassis of a vehicle, a first support body is provided, A second support and a distance changer are attached.
According to this embodiment, the shaft lock device can be attached using the frame.
本実施の形態によれば、フレームを利用してシャフトロック装置を取り付けることができる。 A fourth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to third embodiments, in which a spring is mounted on a frame provided above a chassis of a vehicle, a first support body is provided, A second support and a distance changer are attached.
According to this embodiment, the shaft lock device can be attached using the frame.
本発明の第5の実施の形態は、第1から第4のいずれか一つの実施の形態による車両のシャフトロック装置において、第二支持体とバネとの間にバネの伸長を規制する規制体を備え、規制体とバネとの間にワイヤの後端が配置され、ワイヤが先端側に牽引されバネが伸長するとき、ワイヤの後端が規制体に当接してそれ以上は第二支持体側へ移動できなくなることで、バネの伸長が止まるものである。
本実施の形態によれば、規制体によってバネの伸長を制限することで、シャフトロックの際に車軸を持ち上げやすくなる。 A fifth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to fourth embodiments, in which a regulating body is provided between the second support body and the spring to regulate the extension of the spring. The rear end of the wire is arranged between the regulating body and the spring, and when the wire is pulled toward the tip side and the spring is expanded, the rear end of the wire abuts the regulating body and the wire is placed on the second support side. The spring stops expanding when it is no longer able to move.
According to this embodiment, by restricting the extension of the spring by the regulating body, it becomes easier to lift the axle when the shaft is locked.
本実施の形態によれば、規制体によってバネの伸長を制限することで、シャフトロックの際に車軸を持ち上げやすくなる。 A fifth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to fourth embodiments, in which a regulating body is provided between the second support body and the spring to regulate the extension of the spring. The rear end of the wire is arranged between the regulating body and the spring, and when the wire is pulled toward the tip side and the spring is expanded, the rear end of the wire abuts the regulating body and the wire is placed on the second support side. The spring stops expanding when it is no longer able to move.
According to this embodiment, by restricting the extension of the spring by the regulating body, it becomes easier to lift the axle when the shaft is locked.
本発明の第6の実施の形態は、第1から第5のいずれか一つの実施の形態による車両のシャフトロック装置において、ワイヤの断線を検知する断線検知器を備え、断線検知器は、シャフトロックが行われる際、第一支持体と第二支持体との距離が大きくなったときにワイヤの後端が所定の位置にあるか否かにより断線を検知するものである。
本実施の形態によれば、断線を簡便かつ確実に検知できる。 A sixth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to fifth embodiments, which includes a wire breakage detector that detects a wire breakage, and the wire breakage detector is a shaft lock device that detects a wire breakage. When locking is performed, wire breakage is detected based on whether the rear end of the wire is at a predetermined position when the distance between the first support body and the second support body becomes large.
According to this embodiment, disconnection can be easily and reliably detected.
本実施の形態によれば、断線を簡便かつ確実に検知できる。 A sixth embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to fifth embodiments, which includes a wire breakage detector that detects a wire breakage, and the wire breakage detector is a shaft lock device that detects a wire breakage. When locking is performed, wire breakage is detected based on whether the rear end of the wire is at a predetermined position when the distance between the first support body and the second support body becomes large.
According to this embodiment, disconnection can be easily and reliably detected.
本発明の第7の実施の形態は、第1から第6のいずれか一つの実施の形態による車両のシャフトロック装置において、第一支持体及び第二支持体をプーリーとしたものである。
本実施の形態によれば、ワイヤの動きをスムーズにして断線し難くできる。 A seventh embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to sixth embodiments, in which the first support and the second support are pulleys.
According to this embodiment, the movement of the wire can be made smooth and wire breakage can be prevented.
本実施の形態によれば、ワイヤの動きをスムーズにして断線し難くできる。 A seventh embodiment of the present invention is a shaft locking device for a vehicle according to any one of the first to sixth embodiments, in which the first support and the second support are pulleys.
According to this embodiment, the movement of the wire can be made smooth and wire breakage can be prevented.
本発明の第8の実施の形態は、第1から第7のいずれか一つの実施の形態による車両のシャフトロック装置において、一方にワイヤの後端が取り付けられ、他方にバネが取り付けられた接続材と、接続材が取り付けられたレールとを備え、接続材は、ワイヤ又はバネの動きに伴ってレールに沿って移動するものである。
本実施の形態によれば、ワイヤ及びバネの動きをスムーズなものとすることができる。 An eighth embodiment of the present invention provides a shaft locking device for a vehicle according to any one of the first to seventh embodiments, in which a rear end of a wire is attached to one side and a spring is attached to the other side. and a rail to which a connecting material is attached, and the connecting material moves along the rail as the wire or spring moves.
According to this embodiment, the movement of the wire and the spring can be made smooth.
本実施の形態によれば、ワイヤ及びバネの動きをスムーズなものとすることができる。 An eighth embodiment of the present invention provides a shaft locking device for a vehicle according to any one of the first to seventh embodiments, in which a rear end of a wire is attached to one side and a spring is attached to the other side. and a rail to which a connecting material is attached, and the connecting material moves along the rail as the wire or spring moves.
According to this embodiment, the movement of the wire and the spring can be made smooth.
本発明の第9の実施の形態による車両は、第1から第8のいずれか一つの実施の形態による車両のシャフトロック装置を備えるものである。
本実施の形態によれば、シャフトロックを確実に行えると共に、エアサスペンション搭載車などシャシ高さの変動幅が大きい車両においても走行中にワイヤの弛みを効果的に防止することができる。 A vehicle according to a ninth embodiment of the present invention includes the vehicle shaft locking device according to any one of the first to eighth embodiments.
According to this embodiment, the shaft can be reliably locked, and even in a vehicle with a large variation in chassis height, such as a vehicle equipped with an air suspension, it is possible to effectively prevent the wire from becoming loose during driving.
本実施の形態によれば、シャフトロックを確実に行えると共に、エアサスペンション搭載車などシャシ高さの変動幅が大きい車両においても走行中にワイヤの弛みを効果的に防止することができる。 A vehicle according to a ninth embodiment of the present invention includes the vehicle shaft locking device according to any one of the first to eighth embodiments.
According to this embodiment, the shaft can be reliably locked, and even in a vehicle with a large variation in chassis height, such as a vehicle equipped with an air suspension, it is possible to effectively prevent the wire from becoming loose during driving.
以下、本発明の一実施例による車両のシャフトロック装置について説明する。
図1は本実施例による車両のシャフトロック装置を示す図である。なお、図1においては左後輪側に取り付けられたシャフトロック装置を示しているが、右後輪側にも同じくシャフトロック装置が取り付けられている。また、図1においては、車軸及び後輪等については、上側に位置する場合と、下側に位置する場合の両方を示している。
後輪1の車軸(後軸)2は、ブラケット3の下部に一端が接続されたアーム4に支持されている。ブラケット3は、車軸2よりも前方において上部がシャシ5に取り付けられ下部がシャシ5の下面よりも下に突出している。アーム4の他端にはエアサスペンションとして機能するエアバルブ6が取り付けられている。また、シャシ5の上方にはフレーム7が取り付けられている。 Hereinafter, a shaft locking device for a vehicle according to an embodiment of the present invention will be described.
FIG. 1 is a diagram showing a shaft locking device for a vehicle according to this embodiment. Although FIG. 1 shows the shaft locking device attached to the left rear wheel, the same shaft locking device is also attached to the right rear wheel. Further, in FIG. 1, the axle, rear wheel, etc. are shown both in the case where they are located on the upper side and the case where they are located on the lower side.
An axle (rear axle) 2 of a rear wheel 1 is supported by an arm 4 whose one end is connected to the lower part of a bracket 3. The upper part of the bracket 3 is attached to the chassis 5 in front of the axle 2, and the lower part projects below the lower surface of the chassis 5. An air valve 6 functioning as an air suspension is attached to the other end of the arm 4. Further, a frame 7 is attached above the chassis 5.
図1は本実施例による車両のシャフトロック装置を示す図である。なお、図1においては左後輪側に取り付けられたシャフトロック装置を示しているが、右後輪側にも同じくシャフトロック装置が取り付けられている。また、図1においては、車軸及び後輪等については、上側に位置する場合と、下側に位置する場合の両方を示している。
後輪1の車軸(後軸)2は、ブラケット3の下部に一端が接続されたアーム4に支持されている。ブラケット3は、車軸2よりも前方において上部がシャシ5に取り付けられ下部がシャシ5の下面よりも下に突出している。アーム4の他端にはエアサスペンションとして機能するエアバルブ6が取り付けられている。また、シャシ5の上方にはフレーム7が取り付けられている。 Hereinafter, a shaft locking device for a vehicle according to an embodiment of the present invention will be described.
FIG. 1 is a diagram showing a shaft locking device for a vehicle according to this embodiment. Although FIG. 1 shows the shaft locking device attached to the left rear wheel, the same shaft locking device is also attached to the right rear wheel. Further, in FIG. 1, the axle, rear wheel, etc. are shown both in the case where they are located on the upper side and the case where they are located on the lower side.
An axle (rear axle) 2 of a rear wheel 1 is supported by an arm 4 whose one end is connected to the lower part of a bracket 3. The upper part of the bracket 3 is attached to the chassis 5 in front of the axle 2, and the lower part projects below the lower surface of the chassis 5. An air valve 6 functioning as an air suspension is attached to the other end of the arm 4. Further, a frame 7 is attached above the chassis 5.
車両のシャフトロック装置は、車軸2を持ち上げるワイヤ10と、フレーム7に一端20aが固定され水平に伸縮するバネ20と、ワイヤ10の先端10aよりも上方においてワイヤ10を支持する第一支持体30及び第二支持体40と、第一支持体30と第二支持体40との距離を変える距離変更具としての油圧シリンダ50と、バネ20の伸長を規制する規制体60と、ワイヤ10の断線を検知する断線検知器70と、ワイヤ10とバネ20を接続する接続材80と、接続材80が取り付けられたレール90を備える。
ワイヤ10は、先端10aが、取付片100を介して車軸2の支持材であるアーム4と接続されており、後端10bが、接続材80を介してバネ20の他端20bと接続されている。取付片100は、アーム4にピン110で固定されており、ワイヤ10との接続部分は回転自在となっている。また、取付片100は、アーム4に対して車軸(後軸)2と共締めされている。
油圧シリンダ50は、第一支持体30と第二支持体40との間において、伸縮方向を水平としてフレーム7に取り付けられている。 A shaft locking device for a vehicle includes a wire 10 that lifts an axle 2, a spring 20 whose one end 20a is fixed to a frame 7 and expands and contracts horizontally, and a first support 30 that supports the wire 10 above the tip 10a of the wire 10. and the second support 40, the hydraulic cylinder 50 as a distance changer that changes the distance between the first support 30 and the second support 40, the regulation body 60 that regulates the extension of the spring 20, and the wire 10 being disconnected. It includes a disconnection detector 70 that detects a disconnection detector 70, a connecting member 80 that connects the wire 10 and the spring 20, and a rail 90 to which the connecting member 80 is attached.
The wire 10 has a tip 10a connected to the arm 4, which is a support member of the axle 2, via a mounting piece 100, and a rear end 10b connected to the other end 20b of the spring 20 via a connecting member 80. There is. The mounting piece 100 is fixed to the arm 4 with a pin 110, and the portion connected to the wire 10 is rotatable. Further, the mounting piece 100 is fastened to the arm 4 together with the axle (rear axle) 2.
The hydraulic cylinder 50 is attached to the frame 7 between the first support body 30 and the second support body 40 with the direction of expansion and contraction being horizontal.
ワイヤ10は、先端10aが、取付片100を介して車軸2の支持材であるアーム4と接続されており、後端10bが、接続材80を介してバネ20の他端20bと接続されている。取付片100は、アーム4にピン110で固定されており、ワイヤ10との接続部分は回転自在となっている。また、取付片100は、アーム4に対して車軸(後軸)2と共締めされている。
油圧シリンダ50は、第一支持体30と第二支持体40との間において、伸縮方向を水平としてフレーム7に取り付けられている。 A shaft locking device for a vehicle includes a wire 10 that lifts an axle 2, a spring 20 whose one end 20a is fixed to a frame 7 and expands and contracts horizontally, and a first support 30 that supports the wire 10 above the tip 10a of the wire 10. and the second support 40, the hydraulic cylinder 50 as a distance changer that changes the distance between the first support 30 and the second support 40, the regulation body 60 that regulates the extension of the spring 20, and the wire 10 being disconnected. It includes a disconnection detector 70 that detects a disconnection detector 70, a connecting member 80 that connects the wire 10 and the spring 20, and a rail 90 to which the connecting member 80 is attached.
The wire 10 has a tip 10a connected to the arm 4, which is a support member of the axle 2, via a mounting piece 100, and a rear end 10b connected to the other end 20b of the spring 20 via a connecting member 80. There is. The mounting piece 100 is fixed to the arm 4 with a pin 110, and the portion connected to the wire 10 is rotatable. Further, the mounting piece 100 is fastened to the arm 4 together with the axle (rear axle) 2.
The hydraulic cylinder 50 is attached to the frame 7 between the first support body 30 and the second support body 40 with the direction of expansion and contraction being horizontal.
第一支持体30は、位置が固定されたプーリーであり、ワイヤ10の先端10aの鉛直上方においてフレーム7に取り付けられている。
第二支持体40は、水平位置を変更可能な動プーリーであり、第一支持体30よりも前方においてフレーム7に取り付けられている。第一支持体30と第二支持体40の取り付け高さ(鉛直位置)は同じである。第二支持体40には油圧シリンダ50の可動部が接続されており、油圧シリンダ50の伸縮によって第二支持体40が車両前後方向へ往復動する。
本実施例のように第一支持体30及び第二支持体40をプーリーとすることで、摺動するワイヤ10の動きをスムーズにして断線し難くできる。
バネ20は、一端20aが第二支持体40の直下においてフレーム7に取り付けられ、他端20bは接続材80に固定されている。接続材80にはバネ20とは反対方向からワイヤ10の後端10bが固定されている。すなわち接続材80には、一方からワイヤ10が取り付けられ、他方からバネ20が取り付けられている。
ワイヤ10は、先端10aと第一支持体30との間は略鉛直に車両上下方向に延びた部分である引上部分10cとなっており、第一支持体30で90度方向転換して第一支持体30と第二支持体40との間は略水平に車両前後方向に延びた部分である引張部分10dとなっており、第二支持体40で180度折り返して第二支持体40とバネ20との間は略水平に車両前後方向に延びた部分である折返部分10eとなっている。 The first support 30 is a pulley whose position is fixed, and is attached to the frame 7 vertically above the tip 10a of the wire 10.
The second support 40 is a movable pulley whose horizontal position can be changed, and is attached to the frame 7 in front of the first support 30. The mounting heights (vertical positions) of the first support body 30 and the second support body 40 are the same. A movable portion of a hydraulic cylinder 50 is connected to the second support body 40, and as the hydraulic cylinder 50 expands and contracts, the second support body 40 reciprocates in the longitudinal direction of the vehicle.
By using the first support 30 and the second support 40 as pulleys as in this embodiment, the sliding wire 10 can move smoothly and be difficult to break.
The spring 20 has one end 20a attached to the frame 7 directly below the second support 40, and the other end 20b fixed to the connecting member 80. The rear end 10b of the wire 10 is fixed to the connecting member 80 from the opposite direction to the spring 20. That is, the wire 10 is attached to the connecting member 80 from one side, and the spring 20 is attached from the other side.
The wire 10 has a lifting portion 10c that extends approximately vertically in the vertical direction of the vehicle between the tip 10a and the first support 30, and the wire 10 is turned 90 degrees at the first support 30 to form a lifting portion 10c. Between the first support 30 and the second support 40 is a tension portion 10d that extends approximately horizontally in the longitudinal direction of the vehicle, and is folded back 180 degrees at the second support 40 to form the second support 40. A portion between the spring 20 and the folded portion 10e is a portion that extends substantially horizontally in the longitudinal direction of the vehicle.
第二支持体40は、水平位置を変更可能な動プーリーであり、第一支持体30よりも前方においてフレーム7に取り付けられている。第一支持体30と第二支持体40の取り付け高さ(鉛直位置)は同じである。第二支持体40には油圧シリンダ50の可動部が接続されており、油圧シリンダ50の伸縮によって第二支持体40が車両前後方向へ往復動する。
本実施例のように第一支持体30及び第二支持体40をプーリーとすることで、摺動するワイヤ10の動きをスムーズにして断線し難くできる。
バネ20は、一端20aが第二支持体40の直下においてフレーム7に取り付けられ、他端20bは接続材80に固定されている。接続材80にはバネ20とは反対方向からワイヤ10の後端10bが固定されている。すなわち接続材80には、一方からワイヤ10が取り付けられ、他方からバネ20が取り付けられている。
ワイヤ10は、先端10aと第一支持体30との間は略鉛直に車両上下方向に延びた部分である引上部分10cとなっており、第一支持体30で90度方向転換して第一支持体30と第二支持体40との間は略水平に車両前後方向に延びた部分である引張部分10dとなっており、第二支持体40で180度折り返して第二支持体40とバネ20との間は略水平に車両前後方向に延びた部分である折返部分10eとなっている。 The first support 30 is a pulley whose position is fixed, and is attached to the frame 7 vertically above the tip 10a of the wire 10.
The second support 40 is a movable pulley whose horizontal position can be changed, and is attached to the frame 7 in front of the first support 30. The mounting heights (vertical positions) of the first support body 30 and the second support body 40 are the same. A movable portion of a hydraulic cylinder 50 is connected to the second support body 40, and as the hydraulic cylinder 50 expands and contracts, the second support body 40 reciprocates in the longitudinal direction of the vehicle.
By using the first support 30 and the second support 40 as pulleys as in this embodiment, the sliding wire 10 can move smoothly and be difficult to break.
The spring 20 has one end 20a attached to the frame 7 directly below the second support 40, and the other end 20b fixed to the connecting member 80. The rear end 10b of the wire 10 is fixed to the connecting member 80 from the opposite direction to the spring 20. That is, the wire 10 is attached to the connecting member 80 from one side, and the spring 20 is attached from the other side.
The wire 10 has a lifting portion 10c that extends approximately vertically in the vertical direction of the vehicle between the tip 10a and the first support 30, and the wire 10 is turned 90 degrees at the first support 30 to form a lifting portion 10c. Between the first support 30 and the second support 40 is a tension portion 10d that extends approximately horizontally in the longitudinal direction of the vehicle, and is folded back 180 degrees at the second support 40 to form the second support 40. A portion between the spring 20 and the folded portion 10e is a portion that extends substantially horizontally in the longitudinal direction of the vehicle.
図1中のαは油圧シリンダ50の可動範囲を示し、βはバネ20の可動範囲を示し、γはピン110からシャシ5の上面までの距離を示している。
ワイヤ10の長さにバネ20の長さを加えた全体長さはバネ20の伸縮度合により変わるが、「ピン110からシャシ5の上面までの距離-バネ20の長さ+油圧シリンダ50のシリンダストローク×2」は、シャフトロック時と走行時とで一定である。
本実施例のように、車両のシャシ5の上方に設けられたフレーム7にバネ20、第一支持体30、第二支持体40、及び油圧シリンダ50を取り付けるものとし、第一支持体30をワイヤ10の先端の鉛直上方に配置し、第二支持体40を第一支持体30と同じ高さに配置し、油圧シリンダ50を第一支持体30と第二支持体40との間において伸縮方向を車両前後方向として配置し、バネ20を油圧シリンダ50よりも下方において伸縮方向を車両前後方向として配置することで、フレーム7を利用してシャフトロック装置をコンパクトに纏めて取り付け、所要取付スペースを比較的小さくできる。 In FIG. 1, α indicates the movable range of the hydraulic cylinder 50, β indicates the movable range of the spring 20, and γ indicates the distance from the pin 110 to the upper surface of the chassis 5.
The total length, which is the sum of the length of the wire 10 and the length of the spring 20, varies depending on the degree of expansion and contraction of the spring 20, but it is calculated as follows: "distance from the pin 110 to the top surface of the chassis 5 - length of the spring 20 + cylinder of the hydraulic cylinder 50" Stroke x 2'' is constant between when the shaft is locked and when the vehicle is running.
As in this embodiment, the spring 20, the first support 30, the second support 40, and the hydraulic cylinder 50 are attached to the frame 7 provided above the chassis 5 of the vehicle, and the first support 30 is attached to the frame 7. It is arranged vertically above the tip of the wire 10, the second support 40 is arranged at the same height as the first support 30, and the hydraulic cylinder 50 is extended and contracted between the first support 30 and the second support 40. By arranging the spring 20 with its direction as the longitudinal direction of the vehicle and arranging the spring 20 below the hydraulic cylinder 50 with its expansion and contraction direction as the longitudinal direction of the vehicle, the shaft locking device can be mounted compactly using the frame 7, and the required installation space can be reduced. can be made relatively small.
ワイヤ10の長さにバネ20の長さを加えた全体長さはバネ20の伸縮度合により変わるが、「ピン110からシャシ5の上面までの距離-バネ20の長さ+油圧シリンダ50のシリンダストローク×2」は、シャフトロック時と走行時とで一定である。
本実施例のように、車両のシャシ5の上方に設けられたフレーム7にバネ20、第一支持体30、第二支持体40、及び油圧シリンダ50を取り付けるものとし、第一支持体30をワイヤ10の先端の鉛直上方に配置し、第二支持体40を第一支持体30と同じ高さに配置し、油圧シリンダ50を第一支持体30と第二支持体40との間において伸縮方向を車両前後方向として配置し、バネ20を油圧シリンダ50よりも下方において伸縮方向を車両前後方向として配置することで、フレーム7を利用してシャフトロック装置をコンパクトに纏めて取り付け、所要取付スペースを比較的小さくできる。 In FIG. 1, α indicates the movable range of the hydraulic cylinder 50, β indicates the movable range of the spring 20, and γ indicates the distance from the pin 110 to the upper surface of the chassis 5.
The total length, which is the sum of the length of the wire 10 and the length of the spring 20, varies depending on the degree of expansion and contraction of the spring 20, but it is calculated as follows: "distance from the pin 110 to the top surface of the chassis 5 - length of the spring 20 + cylinder of the hydraulic cylinder 50" Stroke x 2'' is constant between when the shaft is locked and when the vehicle is running.
As in this embodiment, the spring 20, the first support 30, the second support 40, and the hydraulic cylinder 50 are attached to the frame 7 provided above the chassis 5 of the vehicle, and the first support 30 is attached to the frame 7. It is arranged vertically above the tip of the wire 10, the second support 40 is arranged at the same height as the first support 30, and the hydraulic cylinder 50 is extended and contracted between the first support 30 and the second support 40. By arranging the spring 20 with its direction as the longitudinal direction of the vehicle and arranging the spring 20 below the hydraulic cylinder 50 with its expansion and contraction direction as the longitudinal direction of the vehicle, the shaft locking device can be mounted compactly using the frame 7, and the required installation space can be reduced. can be made relatively small.
規制体60は、第二支持体40とバネ20との間に配置され、ワイヤ10の後端10bは、規制体60よりもバネ20側となるように配置されている。
ワイヤ10が先端10a側に牽引されると、バネ20が伸長してワイヤ10の後端10bが第二支持体40に近づくが、ワイヤ10の後端10bは規制体60を越えて移動することはできないため、ワイヤ10の後端10bが規制体60に当接するとバネ20の伸長は止まる。 The regulating body 60 is disposed between the second support body 40 and the spring 20, and the rear end 10b of the wire 10 is disposed closer to the spring 20 than the regulating body 60.
When the wire 10 is pulled toward the tip 10a, the spring 20 expands and the rear end 10b of the wire 10 approaches the second support 40, but the rear end 10b of the wire 10 does not move beyond the regulating body 60. Therefore, when the rear end 10b of the wire 10 comes into contact with the regulating body 60, the spring 20 stops expanding.
ワイヤ10が先端10a側に牽引されると、バネ20が伸長してワイヤ10の後端10bが第二支持体40に近づくが、ワイヤ10の後端10bは規制体60を越えて移動することはできないため、ワイヤ10の後端10bが規制体60に当接するとバネ20の伸長は止まる。 The regulating body 60 is disposed between the second support body 40 and the spring 20, and the rear end 10b of the wire 10 is disposed closer to the spring 20 than the regulating body 60.
When the wire 10 is pulled toward the tip 10a, the spring 20 expands and the rear end 10b of the wire 10 approaches the second support 40, but the rear end 10b of the wire 10 does not move beyond the regulating body 60. Therefore, when the rear end 10b of the wire 10 comes into contact with the regulating body 60, the spring 20 stops expanding.
レール90は、ワイヤ10の後端10bの移動範囲に対応した位置に設けられている。レール90に摺動可能に係合している接続材80は、ワイヤ10又はバネ20の動きに伴ってレール90に沿って移動する。これにより、折返部分10eにおけるワイヤ10及びバネ20の動きをスムーズなものとすることができる。
The rail 90 is provided at a position corresponding to the movement range of the rear end 10b of the wire 10. The connecting member 80 that is slidably engaged with the rail 90 moves along the rail 90 as the wire 10 or the spring 20 moves. Thereby, the movement of the wire 10 and the spring 20 in the folded portion 10e can be made smooth.
図2はシャフトロックを行うときのシャフトロック装置の動作を示す図である。
シャフトロックを行うにあたっては、シャシ高さは最低とし、エアバルブ6は空気が抜かれた非膨張状態とする。シャフトロックは、例えばアウトリガの張り出し又はジャッキアップと同時並行的に行われる。
シャフトロックの際は、油圧シリンダ50を前方へ伸長することで第二支持体40を前方へ平行移動させる。これにより、ワイヤ10は、第二支持体40が第一支持体30から遠ざかるにつれて引張部分10dと折返部分10eが前方へ引っ張られ、それに伴い引上部分10cが上方へ引っ張られる。このため、ワイヤ10の先端10aが接続されているアーム4が引き上げられて車軸2が上方へ移動し、所定高さで保持される。このとき、上記のようにワイヤ10の後端10bが第二支持体40の直前に設けられている規制体60に当接するとバネ20の伸長が止まるようにしていることで、ワイヤ10の後端10bが必要以上に移動してしまうことを制限して車軸2を持ち上げやすくなっている。なお、作業中の車両の傾きをより確実に防止するためには、後輪1が地面から離れるまで車軸2を持ち上げられることが好ましい。シャフトロックの状態において、ワイヤテンションは比較的大きくなっている。
このように、シャフトロックの際は、第一支持体30と第二支持体40との距離を大きくすることで、ワイヤ10を後端10b側に牽引して車軸2を持ち上げることができる。また、両側のワイヤ10がシャフトロックの際の移動方向とは反対方向に向けられている第二支持体40を移動させることで、例えばシリンダストロークが130mmであればワイヤ10を260mm引っ張ることができるというように、第二支持体40によるワイヤ10の引張距離をシリンダストロークの2倍とすることができるため、第一支持体30と第二支持体40との距離を比較的短くしてシャフトロック装置をコンパクトに配置することができる。
また、ワイヤ10のうち引上部分10cの支点となっている第一支持体30の位置は固定とすることで、車軸2をスムーズに引き上げることができる。
なお、シャフトロックを解除するときは、油圧シリンダ50を縮めて第二支持体40を後方へ平行移動させる。これによりワイヤ10の先端10aが下がるため、車軸2を元の位置に戻すことができる。 FIG. 2 is a diagram showing the operation of the shaft locking device when locking the shaft.
When locking the shaft, the chassis height is set to the minimum, and the air valve 6 is in a deflated, non-inflated state. Shaft locking is performed simultaneously with, for example, extending or jacking up the outriggers.
When the shaft is locked, the second support body 40 is translated forward by extending the hydraulic cylinder 50 forward. As a result, as the second support body 40 moves away from the first support body 30, the tension portion 10d and the folded portion 10e of the wire 10 are pulled forward, and the pull-up portion 10c is accordingly pulled upward. Therefore, the arm 4 to which the tip 10a of the wire 10 is connected is pulled up, and the axle 2 is moved upward and held at a predetermined height. At this time, as described above, when the rear end 10b of the wire 10 comes into contact with the regulating body 60 provided immediately in front of the second support 40, the extension of the spring 20 is stopped. This makes it easier to lift the axle 2 by restricting the end 10b from moving more than necessary. In order to more reliably prevent the vehicle from tilting during work, it is preferable to lift the axle 2 until the rear wheels 1 are off the ground. In the shaft locked state, the wire tension is relatively high.
In this manner, when the shaft is locked, by increasing the distance between the first support 30 and the second support 40, the wire 10 can be pulled toward the rear end 10b and the axle 2 can be lifted. Furthermore, by moving the second support 40 in which the wires 10 on both sides are oriented in the opposite direction to the movement direction when locking the shaft, for example, if the cylinder stroke is 130 mm, the wire 10 can be pulled by 260 mm. As described above, since the pulling distance of the wire 10 by the second support body 40 can be twice the cylinder stroke, the distance between the first support body 30 and the second support body 40 can be relatively shortened to achieve shaft lock. The device can be arranged compactly.
Further, by fixing the position of the first support body 30, which is the fulcrum of the lifting portion 10c of the wire 10, the axle 2 can be pulled up smoothly.
Note that when releasing the shaft lock, the hydraulic cylinder 50 is retracted to move the second support body 40 backward in parallel. This lowers the tip 10a of the wire 10, allowing the axle 2 to return to its original position.
シャフトロックを行うにあたっては、シャシ高さは最低とし、エアバルブ6は空気が抜かれた非膨張状態とする。シャフトロックは、例えばアウトリガの張り出し又はジャッキアップと同時並行的に行われる。
シャフトロックの際は、油圧シリンダ50を前方へ伸長することで第二支持体40を前方へ平行移動させる。これにより、ワイヤ10は、第二支持体40が第一支持体30から遠ざかるにつれて引張部分10dと折返部分10eが前方へ引っ張られ、それに伴い引上部分10cが上方へ引っ張られる。このため、ワイヤ10の先端10aが接続されているアーム4が引き上げられて車軸2が上方へ移動し、所定高さで保持される。このとき、上記のようにワイヤ10の後端10bが第二支持体40の直前に設けられている規制体60に当接するとバネ20の伸長が止まるようにしていることで、ワイヤ10の後端10bが必要以上に移動してしまうことを制限して車軸2を持ち上げやすくなっている。なお、作業中の車両の傾きをより確実に防止するためには、後輪1が地面から離れるまで車軸2を持ち上げられることが好ましい。シャフトロックの状態において、ワイヤテンションは比較的大きくなっている。
このように、シャフトロックの際は、第一支持体30と第二支持体40との距離を大きくすることで、ワイヤ10を後端10b側に牽引して車軸2を持ち上げることができる。また、両側のワイヤ10がシャフトロックの際の移動方向とは反対方向に向けられている第二支持体40を移動させることで、例えばシリンダストロークが130mmであればワイヤ10を260mm引っ張ることができるというように、第二支持体40によるワイヤ10の引張距離をシリンダストロークの2倍とすることができるため、第一支持体30と第二支持体40との距離を比較的短くしてシャフトロック装置をコンパクトに配置することができる。
また、ワイヤ10のうち引上部分10cの支点となっている第一支持体30の位置は固定とすることで、車軸2をスムーズに引き上げることができる。
なお、シャフトロックを解除するときは、油圧シリンダ50を縮めて第二支持体40を後方へ平行移動させる。これによりワイヤ10の先端10aが下がるため、車軸2を元の位置に戻すことができる。 FIG. 2 is a diagram showing the operation of the shaft locking device when locking the shaft.
When locking the shaft, the chassis height is set to the minimum, and the air valve 6 is in a deflated, non-inflated state. Shaft locking is performed simultaneously with, for example, extending or jacking up the outriggers.
When the shaft is locked, the second support body 40 is translated forward by extending the hydraulic cylinder 50 forward. As a result, as the second support body 40 moves away from the first support body 30, the tension portion 10d and the folded portion 10e of the wire 10 are pulled forward, and the pull-up portion 10c is accordingly pulled upward. Therefore, the arm 4 to which the tip 10a of the wire 10 is connected is pulled up, and the axle 2 is moved upward and held at a predetermined height. At this time, as described above, when the rear end 10b of the wire 10 comes into contact with the regulating body 60 provided immediately in front of the second support 40, the extension of the spring 20 is stopped. This makes it easier to lift the axle 2 by restricting the end 10b from moving more than necessary. In order to more reliably prevent the vehicle from tilting during work, it is preferable to lift the axle 2 until the rear wheels 1 are off the ground. In the shaft locked state, the wire tension is relatively high.
In this manner, when the shaft is locked, by increasing the distance between the first support 30 and the second support 40, the wire 10 can be pulled toward the rear end 10b and the axle 2 can be lifted. Furthermore, by moving the second support 40 in which the wires 10 on both sides are oriented in the opposite direction to the movement direction when locking the shaft, for example, if the cylinder stroke is 130 mm, the wire 10 can be pulled by 260 mm. As described above, since the pulling distance of the wire 10 by the second support body 40 can be twice the cylinder stroke, the distance between the first support body 30 and the second support body 40 can be relatively shortened to achieve shaft lock. The device can be arranged compactly.
Further, by fixing the position of the first support body 30, which is the fulcrum of the lifting portion 10c of the wire 10, the axle 2 can be pulled up smoothly.
Note that when releasing the shaft lock, the hydraulic cylinder 50 is retracted to move the second support body 40 backward in parallel. This lowers the tip 10a of the wire 10, allowing the axle 2 to return to its original position.
規制体60には、ワイヤ10の後端10b(接続材80)が規制体60へ近接したことを検出する近接センサが設けられている。
断線検知器70は、シャフトロックが行われる際、第一支持体30と第二支持体40との距離が大きくなったときに、近接センサが反応しているか否か、すなわちワイヤ10の後端10bが規制体60に近接した位置にあるか否かにより断線を検知する。ワイヤ10は、上記のようにシャフトロックの際は第二支持体40の前方移動に伴い折返部分10eが前方へ引っ張られるため後端10bが第二支持体40に近づくようになっている。しかし、断線している場合は、第二支持体40が前方へ移動してもワイヤ10は引っ張られず後端10bが第二支持体40に近づかない。よって、シャフトロックの際に近接センサが反応しなければ、断線していると判断できる。このように本実施例の断線検知によれば、ワイヤ10の断線を簡便かつ確実に検知できる。 The regulating body 60 is provided with a proximity sensor that detects when the rear end 10b (connecting member 80) of the wire 10 approaches the regulating body 60.
The disconnection detector 70 detects whether the proximity sensor is responding when the distance between the first support 30 and the second support 40 becomes large when the shaft is locked, that is, the rear end of the wire 10. A disconnection is detected depending on whether the wire 10b is located close to the regulating body 60 or not. As described above, when the shaft is locked, the folded portion 10e of the wire 10 is pulled forward as the second support 40 moves forward, so that the rear end 10b approaches the second support 40. However, if the wire is broken, even if the second support 40 moves forward, the wire 10 will not be pulled and the rear end 10b will not approach the second support 40. Therefore, if the proximity sensor does not react when the shaft is locked, it can be determined that the wire is disconnected. As described above, according to the disconnection detection of this embodiment, a disconnection of the wire 10 can be easily and reliably detected.
断線検知器70は、シャフトロックが行われる際、第一支持体30と第二支持体40との距離が大きくなったときに、近接センサが反応しているか否か、すなわちワイヤ10の後端10bが規制体60に近接した位置にあるか否かにより断線を検知する。ワイヤ10は、上記のようにシャフトロックの際は第二支持体40の前方移動に伴い折返部分10eが前方へ引っ張られるため後端10bが第二支持体40に近づくようになっている。しかし、断線している場合は、第二支持体40が前方へ移動してもワイヤ10は引っ張られず後端10bが第二支持体40に近づかない。よって、シャフトロックの際に近接センサが反応しなければ、断線していると判断できる。このように本実施例の断線検知によれば、ワイヤ10の断線を簡便かつ確実に検知できる。 The regulating body 60 is provided with a proximity sensor that detects when the rear end 10b (connecting member 80) of the wire 10 approaches the regulating body 60.
The disconnection detector 70 detects whether the proximity sensor is responding when the distance between the first support 30 and the second support 40 becomes large when the shaft is locked, that is, the rear end of the wire 10. A disconnection is detected depending on whether the wire 10b is located close to the regulating body 60 or not. As described above, when the shaft is locked, the folded portion 10e of the wire 10 is pulled forward as the second support 40 moves forward, so that the rear end 10b approaches the second support 40. However, if the wire is broken, even if the second support 40 moves forward, the wire 10 will not be pulled and the rear end 10b will not approach the second support 40. Therefore, if the proximity sensor does not react when the shaft is locked, it can be determined that the wire is disconnected. As described above, according to the disconnection detection of this embodiment, a disconnection of the wire 10 can be easily and reliably detected.
図3、図4は走行中のシャフトロック装置の様子を示す図である。油圧シリンダ50は、走行中は伸縮しないように固定されている。
図3はエアバルブを空気で膨張させることによりシャシ高さを最高にした状態を示している。
エアバルブ6が膨張し下方へ伸びるとアーム4の先端側が押し下げられるため、ワイヤ10には先端10aを引き下げる方向の力が強く働く。なお、取付片100はワイヤ10との接続部分が回転自在となっていることにより、アーム4が下方へ回動してもワイヤ10の引上部分10cは略鉛直を保つことができる。
アーム4が下がると、ワイヤ10は、引上部分10cが下方へ引っ張られ、それに伴い引張部分10dが後方へ引っ張られ、折返部分10eは前方へ引っ張られる。ワイヤ10の後端10bはバネ20に接続されており水平位置が可変であるため、折返部分10eが前方へ引っ張られることによりバネ20が伸長してワイヤ10の後端10bは前方へ移動する。そして後端10bが前方へ移動した分だけ先端10aは下がる。このように、車高を上げるときにワイヤ10は車高の変動にスムーズに追随することができる。
シャシ高さを最高にした状態において、ワイヤテンションは比較的小さくなっている。 3 and 4 are diagrams showing the state of the shaft locking device while the vehicle is running. The hydraulic cylinder 50 is fixed so as not to expand or contract while the vehicle is running.
FIG. 3 shows a state in which the chassis height is maximized by inflating the air valve with air.
When the air valve 6 expands and extends downward, the tip side of the arm 4 is pushed down, so a strong force acts on the wire 10 in the direction of pulling down the tip 10a. In addition, since the connection portion of the attachment piece 100 with the wire 10 is rotatable, even when the arm 4 rotates downward, the pulled-up portion 10c of the wire 10 can remain substantially vertical.
When the arm 4 is lowered, the pulling portion 10c of the wire 10 is pulled downward, the pulling portion 10d is pulled rearward, and the folded portion 10e is pulled forward. Since the rear end 10b of the wire 10 is connected to a spring 20 and its horizontal position is variable, when the folded portion 10e is pulled forward, the spring 20 is expanded and the rear end 10b of the wire 10 moves forward. The leading end 10a is lowered by the amount that the rear end 10b moves forward. In this way, when raising the vehicle height, the wire 10 can smoothly follow changes in vehicle height.
With the chassis at its maximum height, the wire tension is relatively low.
図3はエアバルブを空気で膨張させることによりシャシ高さを最高にした状態を示している。
エアバルブ6が膨張し下方へ伸びるとアーム4の先端側が押し下げられるため、ワイヤ10には先端10aを引き下げる方向の力が強く働く。なお、取付片100はワイヤ10との接続部分が回転自在となっていることにより、アーム4が下方へ回動してもワイヤ10の引上部分10cは略鉛直を保つことができる。
アーム4が下がると、ワイヤ10は、引上部分10cが下方へ引っ張られ、それに伴い引張部分10dが後方へ引っ張られ、折返部分10eは前方へ引っ張られる。ワイヤ10の後端10bはバネ20に接続されており水平位置が可変であるため、折返部分10eが前方へ引っ張られることによりバネ20が伸長してワイヤ10の後端10bは前方へ移動する。そして後端10bが前方へ移動した分だけ先端10aは下がる。このように、車高を上げるときにワイヤ10は車高の変動にスムーズに追随することができる。
シャシ高さを最高にした状態において、ワイヤテンションは比較的小さくなっている。 3 and 4 are diagrams showing the state of the shaft locking device while the vehicle is running. The hydraulic cylinder 50 is fixed so as not to expand or contract while the vehicle is running.
FIG. 3 shows a state in which the chassis height is maximized by inflating the air valve with air.
When the air valve 6 expands and extends downward, the tip side of the arm 4 is pushed down, so a strong force acts on the wire 10 in the direction of pulling down the tip 10a. In addition, since the connection portion of the attachment piece 100 with the wire 10 is rotatable, even when the arm 4 rotates downward, the pulled-up portion 10c of the wire 10 can remain substantially vertical.
When the arm 4 is lowered, the pulling portion 10c of the wire 10 is pulled downward, the pulling portion 10d is pulled rearward, and the folded portion 10e is pulled forward. Since the rear end 10b of the wire 10 is connected to a spring 20 and its horizontal position is variable, when the folded portion 10e is pulled forward, the spring 20 is expanded and the rear end 10b of the wire 10 moves forward. The leading end 10a is lowered by the amount that the rear end 10b moves forward. In this way, when raising the vehicle height, the wire 10 can smoothly follow changes in vehicle height.
With the chassis at its maximum height, the wire tension is relatively low.
図4はエアバルブの空気を抜くことによりシャシ高さを最低にした状態を示している。
エアバルブ6が収縮すると、アーム4は回動して先端側が上昇する。このとき、シャシ高さを最高にした状態と比べると、アーム4がワイヤ10の先端10aを引き下げる力が小さくなることに伴いワイヤ10がバネ20を引っ張る力が弱まるため、バネ20が縮小してワイヤ10の後端10bが後方へ移動する。これにより、ワイヤ10のうちアーム4の上昇によって余った部分がバネ20で吸収され、ワイヤ10の弛みをとることができる。
このように、車高を下げるとバネ20が縮小してワイヤ10の弛みを自動的に防止するというように、車高の変動に追随してワイヤ10を適切な状態に保つことができる。
シャシ高さを最低にした状態において、ワイヤテンションは比較的小さくなっている。
本実施例では、シャフトロック中にはエアバルブ6に空気を入れることはできず、シャフトロックの解除後にエアバルブ6に空気を入れることが可能となるように制御している。 FIG. 4 shows a state in which the chassis height is minimized by letting the air out of the air valve.
When the air valve 6 contracts, the arm 4 rotates and its distal end side rises. At this time, compared to the state where the chassis height is the highest, the force with which the arm 4 pulls down the tip 10a of the wire 10 becomes smaller, and the force with which the wire 10 pulls the spring 20 weakens, so the spring 20 contracts. The rear end 10b of the wire 10 moves rearward. As a result, the excess portion of the wire 10 due to the rise of the arm 4 is absorbed by the spring 20, and the slack of the wire 10 can be taken up.
In this way, when the vehicle height is lowered, the spring 20 contracts and automatically prevents the wire 10 from becoming loose, so that the wire 10 can be maintained in an appropriate state following changes in the vehicle height.
With the chassis at its lowest height, the wire tension is relatively low.
In this embodiment, the air valve 6 cannot be filled with air while the shaft is locked, and the air valve 6 can be filled with air after the shaft lock is released.
エアバルブ6が収縮すると、アーム4は回動して先端側が上昇する。このとき、シャシ高さを最高にした状態と比べると、アーム4がワイヤ10の先端10aを引き下げる力が小さくなることに伴いワイヤ10がバネ20を引っ張る力が弱まるため、バネ20が縮小してワイヤ10の後端10bが後方へ移動する。これにより、ワイヤ10のうちアーム4の上昇によって余った部分がバネ20で吸収され、ワイヤ10の弛みをとることができる。
このように、車高を下げるとバネ20が縮小してワイヤ10の弛みを自動的に防止するというように、車高の変動に追随してワイヤ10を適切な状態に保つことができる。
シャシ高さを最低にした状態において、ワイヤテンションは比較的小さくなっている。
本実施例では、シャフトロック中にはエアバルブ6に空気を入れることはできず、シャフトロックの解除後にエアバルブ6に空気を入れることが可能となるように制御している。 FIG. 4 shows a state in which the chassis height is minimized by letting the air out of the air valve.
When the air valve 6 contracts, the arm 4 rotates and its distal end side rises. At this time, compared to the state where the chassis height is the highest, the force with which the arm 4 pulls down the tip 10a of the wire 10 becomes smaller, and the force with which the wire 10 pulls the spring 20 weakens, so the spring 20 contracts. The rear end 10b of the wire 10 moves rearward. As a result, the excess portion of the wire 10 due to the rise of the arm 4 is absorbed by the spring 20, and the slack of the wire 10 can be taken up.
In this way, when the vehicle height is lowered, the spring 20 contracts and automatically prevents the wire 10 from becoming loose, so that the wire 10 can be maintained in an appropriate state following changes in the vehicle height.
With the chassis at its lowest height, the wire tension is relatively low.
In this embodiment, the air valve 6 cannot be filled with air while the shaft is locked, and the air valve 6 can be filled with air after the shaft lock is released.
以上説明したように、本発明の車両のシャフトロック装置は、シャフトロックを確実に行えると共に、リーフサスペンション搭載車のみならず、シャシ高さ(車高)の変動幅が大きいエアサスペンション搭載車においても走行中にワイヤ10の弛みを効果的に防止することができる。
As explained above, the vehicle shaft locking device of the present invention can reliably lock the shaft, and can also be used not only for vehicles equipped with leaf suspension but also for vehicles equipped with air suspension, which have a large variation in chassis height (vehicle height). It is possible to effectively prevent the wire 10 from becoming loose during running.
2 車軸
5 シャシ
6 エアバルブ
7 フレーム
10 ワイヤ
10a 先端
10b 後端
20 バネ
30 第一支持体
40 第二支持体
50 距離変更具(油圧シリンダ)
60 規制体
70 断線検知器
80 接続材
90 レール 2 Axle 5 Chassis 6 Air valve 7 Frame 10 Wire 10a Tip 10b Rear end 20 Spring 30 First support 40 Second support 50 Distance change tool (hydraulic cylinder)
60 Regulator 70 Disconnection detector 80 Connection material 90 Rail
5 シャシ
6 エアバルブ
7 フレーム
10 ワイヤ
10a 先端
10b 後端
20 バネ
30 第一支持体
40 第二支持体
50 距離変更具(油圧シリンダ)
60 規制体
70 断線検知器
80 接続材
90 レール 2 Axle 5 Chassis 6 Air valve 7 Frame 10 Wire 10a Tip 10b Rear end 20 Spring 30 First support 40 Second support 50 Distance change tool (hydraulic cylinder)
60 Regulator 70 Disconnection detector 80 Connection material 90 Rail
Claims (9)
- 車両の車軸を上昇させ保持するシャフトロック装置であって、
前記車軸側に先端が接続されたワイヤと、
前記ワイヤの前記先端よりも上方に位置して前記ワイヤを支持する第一支持体及び第二支持体と、
前記第一支持体及び前記第二支持体に架け渡された前記ワイヤの後端が接続されたバネと、
前記第一支持体と前記第二支持体との距離を変える距離変更具とを備え、
前記ワイヤは、前記先端から前記第一支持体と前記第二支持体を介して前記後端が前記バネに接続され、
シャフトロックの際は、前記距離変更具により前記第一支持体と前記第二支持体との距離を大きくすることで前記ワイヤを前記後端側に牽引して前記車軸を上げ、
前記車両の走行中は、前記第一支持体と前記第二支持体との距離を一定とし、シャシ高さの変動により前記第一支持体と前記ワイヤの前記先端との距離が変わる場合に、前記バネが伸縮して前記ワイヤの前記後端の位置が変動することにより前記ワイヤの弛みとりが行われることを特徴とする車両のシャフトロック装置。 A shaft locking device for raising and holding an axle of a vehicle,
a wire whose tip is connected to the axle side;
a first support and a second support that are located above the tip of the wire and support the wire;
a spring connected to the rear end of the wire that spans the first support and the second support;
comprising a distance changer that changes the distance between the first support and the second support;
The rear end of the wire is connected to the spring from the tip through the first support and the second support,
When locking the shaft, increase the distance between the first support body and the second support body using the distance changer to pull the wire toward the rear end side and raise the axle;
While the vehicle is running, the distance between the first support and the second support is constant, and when the distance between the first support and the tip of the wire changes due to a change in chassis height, A shaft locking device for a vehicle, wherein the spring expands and contracts to change the position of the rear end of the wire, thereby removing slack in the wire. - 前記第一支持体は位置が固定、前記第二支持体は位置が可変であり、前記距離変更具は、前記第二支持体を動かして前記第一支持体と前記第二支持体との距離を変えることを特徴とする請求項1に記載の車両のシャフトロック装置。 The position of the first support is fixed, the position of the second support is variable, and the distance changer moves the second support to change the distance between the first support and the second support. The shaft locking device for a vehicle according to claim 1, characterized in that the shaft locking device changes:
- 前記第一支持体は、前記ワイヤの前記先端の鉛直上方に配置され、
前記第二支持体は、前記第一支持体と同じ高さに配置され、
前記距離変更具は、前記第二支持体に接続されたシリンダであり、前記第一支持体と前記第二支持体との間において、伸縮方向を車両前後方向として配置され、
前記バネは、前記距離変更具よりも下方において、伸縮方向を車両前後方向として配置されていることを特徴とする請求項2に記載の車両のシャフトロック装置。 The first support is arranged vertically above the tip of the wire,
The second support is arranged at the same height as the first support,
The distance changer is a cylinder connected to the second support, and is arranged between the first support and the second support with the expansion and contraction direction being the longitudinal direction of the vehicle,
3. The shaft locking device for a vehicle according to claim 2, wherein the spring is disposed below the distance changer so that the direction of expansion and contraction is the longitudinal direction of the vehicle. - 前記車両のシャシの上方に設けられたフレームに前記バネ、前記第一支持体、前記第二支持体、及び前記距離変更具が取り付けられていることを特徴とする請求項1から請求項3のいずれか一項に記載の車両のシャフトロック装置。 Claims 1 to 3, wherein the spring, the first support, the second support, and the distance changer are attached to a frame provided above the chassis of the vehicle. A shaft locking device for a vehicle according to any one of the items.
- 前記第二支持体と前記バネとの間に前記バネの伸長を規制する規制体を備え、
前記規制体と前記バネとの間に前記ワイヤの前記後端が配置され、
前記ワイヤが前記先端側に牽引され前記バネが伸長するとき、前記ワイヤの前記後端が前記規制体に当接してそれ以上は前記第二支持体側へ移動できなくなることで、前記バネの伸長が止まることを特徴とする請求項1から請求項4のいずれか一項に記載の車両のシャフトロック装置。 comprising a regulating body between the second support body and the spring, which regulates the extension of the spring;
The rear end of the wire is disposed between the regulating body and the spring,
When the wire is pulled toward the tip side and the spring is expanded, the rear end of the wire comes into contact with the regulating body and cannot move any further toward the second support, thereby preventing the spring from expanding. The shaft lock device for a vehicle according to any one of claims 1 to 4, wherein the shaft lock device stops. - 前記ワイヤの断線を検知する断線検知器を備え、
前記断線検知器は、前記シャフトロックが行われる際、前記第一支持体と前記第二支持体との距離が大きくなったときに前記ワイヤの前記後端が所定の位置にあるか否かにより前記断線を検知することを特徴とする請求項1から請求項5のいずれか一項に記載の車両のシャフトロック装置。 comprising a disconnection detector that detects disconnection of the wire,
The disconnection detector detects whether the rear end of the wire is at a predetermined position when the distance between the first support body and the second support body becomes large when the shaft lock is performed. The shaft locking device for a vehicle according to any one of claims 1 to 5, wherein the disconnection is detected. - 前記第一支持体及び前記第二支持体はプーリーであることを特徴とする請求項1から請求項6のいずれか一項に記載の車両のシャフトロック装置。 The shaft lock device for a vehicle according to any one of claims 1 to 6, wherein the first support and the second support are pulleys.
- 一方に前記ワイヤの前記後端が取り付けられ、他方に前記バネが取り付けられた接続材と、
前記接続材が取り付けられたレールとを備え、
前記接続材は、前記ワイヤ又は前記バネの動きに伴って前記レールに沿って移動することを特徴とする請求項1から請求項7のいずれか一項に記載の車両のシャフトロック装置。 a connecting member having the rear end of the wire attached to one side and the spring attached to the other side;
and a rail to which the connecting material is attached,
The shaft locking device for a vehicle according to any one of claims 1 to 7, wherein the connecting member moves along the rail as the wire or the spring moves. - 請求項1から請求項8のいずれか一項に記載の車両のシャフトロック装置を備えることを特徴とする車両。 A vehicle comprising the vehicle shaft locking device according to any one of claims 1 to 8.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2022/012753 WO2023175944A1 (en) | 2022-03-18 | 2022-03-18 | Vehicle shaft lock device and vehicle comprising same |
CN202280058821.3A CN117881556A (en) | 2022-03-18 | 2022-03-18 | Axle locking device for vehicle and vehicle provided with same |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2022/012753 WO2023175944A1 (en) | 2022-03-18 | 2022-03-18 | Vehicle shaft lock device and vehicle comprising same |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2023175944A1 true WO2023175944A1 (en) | 2023-09-21 |
Family
ID=88023039
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2022/012753 WO2023175944A1 (en) | 2022-03-18 | 2022-03-18 | Vehicle shaft lock device and vehicle comprising same |
Country Status (2)
Country | Link |
---|---|
CN (1) | CN117881556A (en) |
WO (1) | WO2023175944A1 (en) |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS60104443A (en) * | 1983-11-11 | 1985-06-08 | Tadano Tekkosho:Kk | Stabilizer for service car with boom |
JPH01161806U (en) * | 1988-04-26 | 1989-11-10 | ||
JPH0357105U (en) * | 1989-10-06 | 1991-05-31 | ||
JP2002503607A (en) * | 1998-02-12 | 2002-02-05 | プッツマイスター アクチエンゲゼルシャフト | Travelable work machine with support leg and axle locking device |
CN203318079U (en) * | 2013-05-17 | 2013-12-04 | 中国人民解放军军事交通学院 | Rigid locking device for automobile elastic suspension |
CN209479349U (en) * | 2018-11-23 | 2019-10-11 | 眉山中车物流装备有限公司 | A kind of fixed device of combined semitrailer axle |
-
2022
- 2022-03-18 WO PCT/JP2022/012753 patent/WO2023175944A1/en active Application Filing
- 2022-03-18 CN CN202280058821.3A patent/CN117881556A/en active Pending
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS60104443A (en) * | 1983-11-11 | 1985-06-08 | Tadano Tekkosho:Kk | Stabilizer for service car with boom |
JPH01161806U (en) * | 1988-04-26 | 1989-11-10 | ||
JPH0357105U (en) * | 1989-10-06 | 1991-05-31 | ||
JP2002503607A (en) * | 1998-02-12 | 2002-02-05 | プッツマイスター アクチエンゲゼルシャフト | Travelable work machine with support leg and axle locking device |
CN203318079U (en) * | 2013-05-17 | 2013-12-04 | 中国人民解放军军事交通学院 | Rigid locking device for automobile elastic suspension |
CN209479349U (en) * | 2018-11-23 | 2019-10-11 | 眉山中车物流装备有限公司 | A kind of fixed device of combined semitrailer axle |
Also Published As
Publication number | Publication date |
---|---|
CN117881556A (en) | 2024-04-12 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US3771812A (en) | Air suspension with improved axle lifting structure | |
KR0137575B1 (en) | Parallelogram lift axle suspension system with a control for axle caster adjustment | |
US7934734B2 (en) | Suspension air spring lift kit | |
US9517674B2 (en) | Pneumatic control system for a heavy-duty vehicle | |
US5332258A (en) | Motor vehicle axle suspension | |
JP5059547B2 (en) | Suspension device for railroad work vehicle | |
WO2023175944A1 (en) | Vehicle shaft lock device and vehicle comprising same | |
JP2010508204A (en) | Stabilizer device for large vehicles | |
US3960389A (en) | Wheel suspension system | |
JPS611515A (en) | Chassis height adjusting device | |
US3751066A (en) | Wheel suspension system | |
JPS6322154Y2 (en) | ||
JP4658463B2 (en) | Control equipment for aerial work platforms | |
JP5926114B2 (en) | Vehicle-mounted crane | |
JP3221597U (en) | Rail car | |
EP1375224A2 (en) | Gas spring and air cylinder for lifting a variable height roller assembly | |
KR0138442B1 (en) | Industrial forklift truck having telescopic boom | |
CN115380003A (en) | Boom assembly with translatable counterbalance | |
JP2588253Y2 (en) | Main frame shock absorber | |
KR102589707B1 (en) | Truck height Adjuster | |
JP7409753B2 (en) | Outriggers and industrial vehicles equipped with such outriggers | |
WO2003080372A1 (en) | Vehicle with retractable wheel | |
CA2809950A1 (en) | Retractable rail wheels for a road/rail vehicle | |
JP2542599Y2 (en) | Vehicle back swing mechanism | |
EP0523788B1 (en) | Device for fixing the height of a vehicle chassis |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 22932214 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2024507445 Country of ref document: JP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 202280058821.3 Country of ref document: CN |