JPH0574961U - Safety equipment for cargo handling vehicles - Google Patents

Abstract

(57) [Summary] [Construction] The operating pedals 82, 88 of the cargo handling device and the accelerator lever 100 of the driving engine 35 are provided. When the accelerator lever 100 is operated in the fuel reducing direction from the idling position, the operation pedals 82 and 88 are locked so that they cannot be operated. [Effect] It is possible to prevent malfunction of the cargo handling device when the operator gets on and off the cab. The accelerator lever and the engine interlocking mechanism can be used to interlock the accelerator lever and the operation pedal, and there is no need to provide a dedicated interlocking mechanism around the driver's seat, which is suitable for downsizing.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a safety device for preventing a malfunction of the cargo handling device in a cargo handling vehicle in which the cargo handling device is operated by a pedal.

[0002]

[Prior Art]

 In a cargo-handling vehicle, if the operator accidentally depresses the operation pedal of the cargo-handling device when getting on and off the driver's cab, the cargo-handling device malfunctions and is dangerous. Particularly, in the case of a cargo-handling vehicle such as a skid steer loader that has a cargo-handling device in the front part of the vehicle and the operator's entrance is in front of the operator's cab, the operator stopped in the ascending state in front of the operator-cab It is dangerous for the boom to descend when the operator enters or leaves the cab.

Therefore, a safety device is proposed in which a restraint member that restrains the operator to the driver's seat is linked to the operation pedal of the cargo handling device, and when the restraint of the operator is released, the operation pedal of the cargo handling device is locked so that it cannot be operated. (See Jpn. Pat. Appln. No. 2-323852).

[0004]

[Problems to be solved by the device]

 In the above-described conventional safety device, since the operation pedal is locked by the movement of the restraint member, a rod swingably attached to the vehicle body is used as the restraint member, and the rod and the lock member of the operation pedal are interlocked. Therefore, it is necessary to provide a dedicated interlocking mechanism in the space around the driver's seat where space is limited, which is not desirable when miniaturization is desired.

An object of the present invention is to provide a safety device for a cargo handling vehicle that can solve the above-mentioned problems of the prior art.

[0006]

[Means for Solving the Problems]

 A feature of the present invention is that in a cargo-handling vehicle including an operation pedal of a cargo handling device and an accelerator lever of a driving engine, the operation pedal is operated when the accelerator lever is operated in a fuel reduction direction from an idling position. It is locked in a way that is impossible.

[0007]

[Action]

 According to the configuration of the present invention, when the operator operates the accelerator lever in the fuel reducing direction from the idling position in order to stop the driving engine when getting out of the driver's cab, the operation pedal of the cargo handling device is locked. The interlocking mechanism between the accelerator lever and the operating pedal can be configured using the interlocking mechanism between the accelerator lever and the engine.

[0008]

【Example】

 Embodiments of the present invention will be described below with reference to the drawings.

As an example of a cargo-handling vehicle, a skid steer loader 1 shown in FIG. 4 has a frame 2 that constitutes a vehicle body, a column 3 that is attached to the rear end of the frame 2, and a vertical drive on the column 3 around a horizontal axis 4. The boom 5 is attached so as to be possible, a bucket 6 attached to the tip of the boom 5, and front and rear wheels 7 and 8 that support the vehicle body 2. The frame 2 supports a head guard 9 that protects an operator sitting on a seat 10 in the cab. The front of the head guard 9 is used as an entrance / exit for the operator. The head guard 9 is attached to the column 3 so as to be rotatable about the horizontal axis 9a, is closed as shown by the solid line in the figure to cover the operator's cab, and is opened as shown by the phantom line in the figure. You can easily carry out maintenance and inspection.

6 to 8 show a left drive system drive device 11 for driving a left front wheel axle 7L and a left rear wheel axle 8L, a right front wheel axle 7R and a right rear wheel. A traveling system drive device 12 on the right side for driving the axle 8R and a brake device 13 are shown.

The left and right traveling system drive devices 11 and 12 are arranged separately from each other on the left and right sides, and are provided with transmission cases 16 and 17 which are provided on the inner sides of the side walls 14 and 15 of the frame and are separated from each other on the left and right sides. Hydrostatic motors 18 and 19 are mounted inside the transmission cases 16 and 17, respectively. Each hydrostatic motor 18, 19 is rotated by the supply of hydraulic oil sent from a pair of pumps 36, 37 driven by an engine 35 mounted on the rear portion of the vehicle body 1. One of the pumps 36 and 37 is connected to the left motor 18, and the other is connected to the right motor 19. A pair of operating levers 38 are provided on the left and right sides of the seat 10, one of the operating levers 38 is connected to one of the flow rate control levers of the pumps 36 and 37, and the rotation speed of one of the motors 18 and 19 is controlled by the operation. Changes, the other of the operating levers 38 is connected to the other flow rate control levers of the pumps 36, 37, and the operation thereof changes the other rotational speeds of the motors 18, 19.

The front wheel axles 7 L, 7 R project outward from the front parts of the transmission cases 16, 17 and are supported by the frame 2 via bearings (not shown). The sprocket 26 is provided inside the transmission cases 16, 17. , 30 are attached. The rear wheel axles 8L, 8R project outward from the rear parts of the transmission cases 16, 17 and are supported by the frame 2 via bearings (not shown), and the sprocket wheels 28, 32 are mounted inside the transmission cases 16, 17. It is installed.

The output shafts 18 a and 19 a of the motors 18 and 19 are arranged in front of and behind the transmission cases 16 and 17, respectively, and the output shaft 18 a of the left motor 18 is in front of the output shaft 19 a of the right motor 19. It is located in. As a result, when the left motor 18 is attached to or detached from the left transmission case 16, the right motor 19 does not interfere, and the right motor 19 is similarly attached to or detached from the right transmission case 17. The left motor 18 does not interfere with the operation. This allows the motors 18 and 19 to be easily attached and inspected.

Inside the transmission cases 16 and 17, the brake disks 24 and 25 and the sprockets 20, 21, 22, and 23 are attached to the output shafts 18 a and 19 a of the motors 18 and 19 so as to be parallel to each other in the axial direction. Thus, the sprockets 20, 21, 22, 23 are located on the outer side of the brake discs 24, 25.

A chain 27 is wound around the outer sprocket 20 attached to the left output shaft 18a and the sprocket 26 attached to the left front wheel axle 7L, and is attached to the left output shaft 18a. A chain 29 is wound around an inner sprocket 21 and a sprocket 28 attached to the left rear wheel axle 8L, and an outer sprocket 22 attached to the right output shaft 19a and a right front wheel axle. The chain 31 is wound around the sprocket 30 attached to the 7R, the inner sprocket 23 attached to the output shaft 19a on the right side, and the sprocket 32 attached to the rear axle 8R on the right side, and the chain 33. Is wrapped around. As a result, when the right motor 18 and the left motor 19 rotate at the same speed, the skid steer loader 1 moves straight, and the right motor 18 and the left motor 19 rotate at different speeds or reverse each other. When rotated in the direction, the skid steer loader 1 changes its direction to the skid steer state.

The boom 5 which constitutes the cargo handling device moves up and down by the expansion and contraction of the hydraulic cylinder 80a shown in FIG. 4, and the bucket 6 rotates around the shaft 6a by the expansion and contraction of the hydraulic cylinder 80b. The hydraulic cylinders 80a, 80b for driving the boom 5 and the bucket 6 are connected to a pump 81 driven by the engine 35, and the high pressure oil is supplied from the pump 81 to operate the boom 5 and the bucket 6.

In order to control the movements of the boom 5 and the bucket 6, as shown in FIGS. 1 and 2, between the left and right front portions of the left and right transmission cases 16 and 17, a boom operation pedal 82 and a bucket operation pedal are provided. And 83 are arranged. The boom operation pedal 82 is integrally attached to a support shaft 84 that is rotatably supported by the left and right transmission cases 16 and 17 about an axis in the left-right direction. The bucket operation pedal 83 is attached to the support shaft 84 so as to be relatively rotatable.

One end of a boom link 85 is connected to a support shaft 84 that rotates integrally with the boom operation pedal 82, and the other end of the boom link 85 is connected to a spool 86 a of a boom control valve 86. The boom control valve 86 is interposed in the hydraulic pipe of the boom driving hydraulic cylinder 80a and is fixed to the vehicle body. As a result, when the boom operation pedal 82 is depressed, the spool 86a of the boom control valve 86 is actuated, and the boom 5 moves up and down. A spring for returning the spool 86a to the neutral position is built in the boom control valve 86, and the boom 5 is stopped from moving up and down by the return to the neutral position. Even when the engine 35 is stopped and high pressure oil is not supplied from the pump 81, the boom 5 is lowered by its own weight by operating the boom operation pedal 82.

One end of a bucket link 87 is connected to the bucket operation pedal 83. The other end of the bucket link 87 is connected to the spool 91a of the bucket control valve 91. The bucket control valve 91 is interposed in the hydraulic pipe of the driving hydraulic cylinder 80b of the bucket 6 and is fixed to the vehicle body. As a result, when the bucket operation pedal 83 is depressed, the spool 91a of the bucket control valve 91 operates and the bucket 6 rotates. Inside the bucket control valve 91, there is built-in a valve for returning the spool 91a to the neutral position, and the rotation of the bucket 6 is stopped by the return to the neutral position. Even if the engine 35 is stopped and high pressure oil is not supplied from the pump 81, the bucket 6 is rotated by its own weight by the operation of the bucket operation pedal 83.

Various attachments other than the bucket 6 can be attached to the skid steer loader 1 as a cargo handling device, and an attachment operation pedal 88 for driving a hydraulic cylinder (not shown) for operating the attachment is provided. , Are relatively rotatably attached to the support shaft 84. One end of an attachment link 89 is connected to the attachment operation pedal 88, and the other end of the attachment link 89 is connected to a spool 90a of an attachment control valve 90. The attachment control valve 90 is fixed to the vehicle body while being interposed in the piping of pressure oil supplied from the pump 81 driven by the engine 35 to the attachment driving hydraulic cylinder. As a result, when the attachment operation pedal 88 is depressed, the spool 90a of the attachment control valve 90 operates, and the attachment operates. A spring for returning the spool 90a to the neutral position is built in the inside of the attachment control valve 90, and the operation of the attachment is stopped by the return to the neutral position.

The front portions 16a, 17a facing the operation pedals 82, 83, 88 on the inner side walls of the transmission cases 16, 17 are arranged outward of the rear portions 16b, 17b. As a result, the shoe width of the operator who operates the operation pedals 82, 83, 88 can be sufficiently secured. In this case, the sprockets 26, 30 of the front wheel axles 7L, 7R are arranged on the outer side of the sprockets 28, 32 of the rear wheel axles 8L, 8R, so that the lateral distance between the outer walls of the transmission cases 16, 17 is increased. There is no need to do this, and the car body does not increase in size.

An accelerator lever 100 of the traveling system drive devices 11 and 12 and the drive engine 35 of the cargo handling device is attached to the head guard 9. That is, as shown in FIG. 1, a bracket 101 is attached to a bottom wall 9b of the head guard 9, and an accelerator lever 100 is rotatably attached to the bracket 101 about a support shaft 102 having a horizontal axis of left and right. There is. As shown in FIG. 3, the accelerator lever 100 is constructed by welding the rod portion 100a and the plate portion 100b, and the friction between the plate portion 100b and the lever bracket 101 is large. A member 103 is interposed, and the support shaft 102 is inserted through the lever bracket 101, the plate portion 100b, and the friction member 103. In this embodiment, the support shaft 102 is made of a bolt, and the double nuts 104 and 105 are screwed together to prevent the shaft from coming off. A compression coil spring 106 is interposed between the head 102a of the support shaft 102 and the lever bracket 101, and the plate portion 100b is pressed against the friction member 103 to position the accelerator lever 100 at the operated position. It is possible.

The accelerator lever 100 is covered with a cover 107 attached to the head guard 9, and the front end of the rod portion 100 a projects forward from an opening 107 a formed in the cover 107 so that it can be operated by an operator. There is. Further, a plate-shaped protrusion 100c protruding rearward is welded to the plate portion 100b of the accelerator lever 100. The roller 112 can be brought into contact with the protruding portion 100c. The roller 112 is attached to the upper end of the relay member 111 so as to be rotatable about the left and right horizontal axes. The relay member 111 is rotatably attached to a support shaft 110 attached to the vehicle body frame 2 about a horizontal lateral axis, and an upper end of the relay member 111 enters the head guard 9 from an opening 9c formed in a bottom wall 9b of the head guard 9. Is inserted. A bracket 113 is integrally attached to the lower end of the relay member 111, and one end of an inner wire 114a of the Bowden wire 114 is connected to the bracket 113. One end of the outer wire 114b of the Bowden wire 114 is supported by a bracket 115 attached to the vehicle body frame 2, the other end is supported by a bracket 116 attached to the engine 35, and the other end of the inner wire 114a thereof is attached to the engine 35. It is connected to the fuel supply amount control lever 117. A spring 118 is provided between the bracket 113 and the vehicle body frame 2, and the spring 118 urges the relay member 111 so as to press the roller 112 against the rearward projecting portion 100c of the accelerator lever 100. Further, a spring (not shown) for urging the control lever 117 in the fuel reducing direction is provided, and the roller 112 is also pressed against the protrusion 110c by this spring. The swing range of the relay member 111 is restricted to a range in which the control lever 117 can be brought into contact with the rearward projecting portion 100c of the accelerator lever 100 by restricting the operating range of the control lever 117 to a certain range.

When the head guard 9 is closed, the rear protrusion 100c of the accelerator lever 100 comes into contact with the roller 112, and the accelerator lever 100 is operated to the idling position A shown by the solid line in FIG. The engine 35 is in the idling state, and the engine 35 is in the full throttle state by operating to the full throttle position B shown by the virtual line, and the engine 35 is in the fuel non-injection state by operating in the stop position shown by the virtual line C. Stop. Since the accelerator lever 100, the roller 112, and the relay member 111 rotate about the horizontal axis, the movement of the accelerator lever 100 can be transmitted to the relay member 111 without causing large friction. When the head guard 9 in the closed state is rotated about the horizontal axis 9a, the rearward projecting portion 100c of the accelerator lever 100 and the roller 112 are separated from each other, and the state is released as shown by a phantom line in FIG. At this time, the accelerator lever 100 does not interfere with the head guard 9. Further, since the opening 9c provided in the bottom wall 9b of the head guard 9 for inserting the relay member 111 into the head guard 9 may be small, noise transmitted from the vehicle body side to the driver's cab is reduced.

As shown in FIG. 3, a stopper bolt 119 is attached to the lever bracket 101 to prevent the accelerator lever 100 from moving in the fuel increasing direction from the full throttle position. This is to prevent the Bowden wire 114, the interlocking member 111, and the like from being damaged by an excessive force acting on the accelerator lever 100. The hole 101a into which the stopper bolt 119 is inserted is a vertically long slot, and the stopper bolt 101a is fixed by screwing a nut 120. As a result, the position of the stopper bolt 119 can be adjusted.

When the accelerator lever 100 is operated in the combustion reducing direction from the idling position A, the cargo handling operation pedals 82, 83, 88 are locked so that they cannot be operated. That is, the bracket 125 as shown in FIG. 5 is welded to the upper portion of the plate portion 100b of the accelerator lever 100, and one end of the inner wire 126a of the Bowden wire 126 is inserted into the notch 125a formed in the bracket 125. ing. A stopper 127 is attached to one end of the inner wire 126a, and the stopper 127 abuts the bracket 125, whereby one end of the inner wire 126a is detachably connected to the accelerator lever 100. One end of the outer wire 126b of the Bowden wire 126 is supported by a bracket 128 fixed to the head guard 9, and the other end of the outer wire 126b is attached to the left transmission case 16 as shown in FIG. It is supported by a bracket 129. The other end of the inner wire 126a is connected to the rear end of the lock member 130.

The front and rear intermediate portions of the lock member 130 are rotatable around the support shaft 133. The support shaft 133 is supported by a bracket 131 projecting from the boom control valve 86 a and a bracket 132 projecting from the attachment control valve 90. A lower end of a spring 134 is attached to the front end of the lock member 130, and an upper end of the spring 134 is attached to a bracket 135 attached to the transmission case 17 on the right side. As a result, the front end of the lock member 130 is biased upward by the spring 134. Further, when the accelerator lever 100 is operated in the fuel reducing direction from the idling position A, the rear end of the lock member 130 is pulled up by the Bowden wire 126, so that the front end of the lock member 130 is indicated by a phantom line in FIG. Move down. The front end of the lock member 130 is composed of a lock plate 130a located above links 85, 87, 89 connecting the operation pedals 82, 83, 88 and the control valves 86, 87, 90. The links 85, 87, 89 are provided with flanges located in front of and behind the lock plate 130a, thereby forming recesses 85a, 87a, 89a into which the downwardly moved lock plate 130a is fitted. As a result, when the accelerator lever 100 is operated in the fuel reducing direction from the idling position A and positioned at the stop position C, the movement of each link 85, 87, 89 is blocked by the lock member 130, and the operation pedals 82, 83, 88 is locked inoperable. Therefore, it is possible to prevent the cargo handling devices 5 and 6 from malfunctioning by stopping the engine 35 when the operator gets out of the cab.

As shown in FIG. 9, the brake device 13 includes blocks 40 and 41 having lateral holes 43 inside the transmission cases 16 and 17, respectively. As shown in FIGS. 9 and 10, notches 42 are formed in the lower portions of the blocks 40 and 41, and the upper portions of the brake discs 24 and 25 are inserted into the notches 42. Further, a pair of brake pads 44, 45 and a pressing member 46 are inserted into the lateral holes 43 of each block 40, 41. The brake discs 24 and 25 are arranged between the pair of brake pads 44 and 45. A vertical hole 47 is formed in each of the brackets 40 and 41, and a cam shaft 48 is rotatably inserted in the vertical hole 47 about the vertical axis. The cam shaft 48 has a cam surface 49 that opposes the pressing member 46.

As shown in (1) of FIG. 10, when the cam surface 49 and the pressing member 46 are separated from each other, the brake discs 24 and 25 can rotate. In this state, the cam shaft 48 rotates, and as shown in (2) of FIG. 10, when the cam surface 49 presses the pressing member 46, the brake discs 24 and 25 are sandwiched between the brake pads 44 and 45 to rotate. Be blocked.

Braking arms 50, 51 for braking are attached to the upper end of each cam shaft 48 by bolts 52. As shown in FIG. 6, both brake arms 50 and 51 are connected to a brake pedal 53 via a connecting mechanism 54. The brake pedal 53 is arranged on the right side of the vehicle body 2 and is rotatably connected to the inner side surface of the transmission case 17 on the right side about a horizontal axis 55.

The connecting mechanism 54 has an equalizer 56, a first link rod 69, an intermediate link 57, and a second link rod 58.

The equalizer 56 is composed of a block for evenly distributing the brake operating force to the right brake arm 51 and the left brake arm 50, and a connecting rod 59 extending in the front-rear direction is inserted into the center of the block. Has been done. The connecting rod 59 is provided at its front end with two forks, which are connected to the brake pedal 53 so as to be rotatable relative to the center of the left and right lateral axes, and at its rear end, a flange 61 for preventing the equalizer 56 from coming off. Is provided. A compression coil spring 62 is interposed between the flange 61 and the equalizer 56. The spring 62 is not compressed during normal braking operation, and is compressed by further depressing the brake pedal 53 to the parking position when parking. After the brake pedal 53 is depressed to the parking position, the lock lever R rotatably attached to the vehicle body about the vertical axis is rotated in the direction of the arrow in FIG. 6 to release the brake pedal 53 in the release direction. It is possible to prevent the movement of the vehicle, and thus the parking brake function can be achieved.

The first link rod 69 extends along the front-rear direction and is provided with a forked portion at its front end. The forked portion is connected to the left end portion of the equalizer 56 so as to be rotatable relative to the center of the vertical axis 63. There is. Further, a bifurcated portion is also provided at the rear end of the first link rod 69, and the bifurcated portion is connected to the right brake arm 51 so as to be rotatable relative to the center of the vertical axis 64. The right brake arm 51 projects leftward from the cam shaft 48, and the line segment connecting the vertical axis 64 and the cam shaft 48 is substantially orthogonal to the first link rod 69. The transmission efficiency is improved. A spring 65 for urging the brake pedal 53 in the brake releasing direction is provided between the right brake arm 51 and the vehicle body and between the intermediate link 57 and the vehicle body.

The intermediate link 57 is L-shaped in a plan view, has a portion 57a extending in the left-right direction and a portion 57b extending in the front-rear direction, and is rotatably connected to the vehicle body about a vertical axis 66. The right end of the portion 57a along the left-right direction is connected to the right end of the equalizer 56 so as to be relatively rotatable about the vertical axis 70.

The second link rod 58 extends along the left-right direction and has a fork portion provided at the right end thereof, and the fork portion is connected to the rear end of the intermediate link 57 so as to be rotatable relative to the center of the vertical axis 67. .. A bifurcated portion is also provided on the left end of the second link rod 58, and the bifurcated portion is connected to the left brake arm 50 so as to be rotatable relative to the center of the vertical axis 68. The left brake arm 50 projects rearward from the cam shaft 48, and the line segment connecting the vertical axis 64 and the cam shaft 48 is substantially orthogonal to the second link rod 58, so that the brake operating force is transmitted. The efficiency is being improved.

When the brake pedal 53 is stepped on, the equalizer 56 moves in the front-rear direction, and the first link rod 69 moves forward and backward by the movement of the equalizer 56 in the front-rear direction. The brake arm 51 rotates, and the rotation of the brake arm 51 brakes the drive system drive device 12 on the right side.

The intermediate link 57 swings around the vertical axis 66 due to the movement of the equalizer 56 in the front-rear direction due to the depression of the brake pedal 53. The swing of the intermediate link 57 moves the second link rod 58 in the left-right direction, and the left-right movement of the second link rod 58 causes the left brake arm 50 to rotate. The drive system 11 on the right side is braked.

The brake pedal 53, the intermediate link 57, and the brake arms 50 and 51 rotate about their axes, and the connecting rod 59, the first link rod 69, and the second link rod 58 move linearly. The movement of these members 53, 57, 50, 51, 59, 69, 58 is said to have some play.

The present invention is not limited to the above embodiment. For example, the interlocking mechanism for locking the accelerator lever 100 and the cargo handling operation pedals 82, 83, 88 is not limited to the above embodiment. The present invention is also applicable to cargo handling vehicles other than skid steer loaders.

[0040]

[Effect of the device]

 According to the safety device for the cargo handling vehicle of the present invention, when the accelerator lever is operated in the fuel reducing direction from the idling position, the operation pedal of the cargo handling device is locked, so that the operator of the cargo handling device when getting on and off the operator's cab is locked. Malfunctions can be prevented. In addition, the accelerator lever and the engine interlocking mechanism can be used to interlock the accelerator lever and the operating pedal, so there is no need to provide a dedicated interlocking mechanism around the driver's seat, and for cargo-handling vehicles that require miniaturization. It is suitable as a safety device.

[Brief description of drawings]

FIG. 1 is a side view for explaining a configuration of a skid steer loader according to an embodiment of the present invention.

FIG. 2 is a plan view for explaining a configuration of a skid steer loader according to an embodiment of the present invention.

FIG. 3 is a partial plan sectional view of an accelerator lever of a skid steer loader according to an embodiment of the present invention.

FIG. 4 is a side view of the skid steer loader according to the embodiment of the present invention.

FIG. 5 is a partial perspective view of an accelerator lever of a skid steer loader according to an embodiment of the present invention.

FIG. 6 is a plan view for explaining the configuration of a skid steer loader according to an embodiment of the present invention.

7 is a sectional view taken along line VII-VII in FIG.

FIG. 8 is a side view for explaining the configuration of the skid steer loader according to the embodiment of the present invention.

FIG. 9 is a partial front sectional view of a brake device for a skid steer loader according to an embodiment of the present invention.

FIG. 10 is a partial plan sectional view of a brake device for a skid steer loader according to an embodiment of the present invention.

[Explanation of symbols]

 5 boom 6 bucket 35 engine 82, 83, 88 operation pedal 100 accelerator lever

Claims (1)

[Scope of utility model registration request] 1. A cargo handling vehicle comprising an operation pedal of a cargo handling apparatus and an accelerator lever of a driving engine, wherein the operation pedal is locked inoperable when the accelerator lever is operated in a fuel reducing direction from an idling position. A safety device for a cargo handling vehicle.