Wheel stopper arranging / displaying device

Abstract

To provide a wheel stopper arranging / displaying device that can display arrangement of a wheel stopper device properly in accordance with an inclination of a road surface on which a work vehicle is parked.SOLUTION: A wheel stopper arranging / displaying device is provided with: an inclination angle sensor 101 that senses an inclination angle in a longitudinal direction of a vehicle; a controller 60 that determines whether an inclination direction is an inclination direction in which the vehicle is in a forward descending attitude or an inclination direction in which the vehicle is in a forward ascending attitude, on the basis of an inclination angle sensed by the inclination angle sensor 101; and a display device 104 that stores proper-arrangement information showing whether wheel stopper devices should be arranged in either of front sides and rear sides of wheels, and displays arrangement of the wheel stopper devices shown by the proper-arrangement information according to the inclination direction of the vehicle determined by the controller 60.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a wheel chock placement indicator device that indicates the placement of wheel chock devices that prevent vehicles such as work vehicles from running away. [Background technology]

[0002] When a vehicle such as a work vehicle is parked and work is performed, in addition to braking the wheels with the parking brake, wedge-shaped wheel chock devices are placed between the wheels and the road surface to prevent the vehicle from running away. Patent Document 1, for example, discloses a work vehicle equipped with wheel chock detectors (e.g., ultrasonic sensors, laser sensors, etc.) that overlook the area in front and behind the wheels where the wheels are in contact with the ground (hereinafter also referred to as the "ground contact area") from the bottom of the vehicle body. In this work vehicle, if the wheel chock detectors do not detect wheel chocks placed on the wheels, the jack-up lamp, which lights up when the jack device touches the ground, flashes to notify the worker that wheel chocks are not placed on the wheels. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-141567 Summary of the Invention [Problem to be solved by the invention]

[0004] Generally, it is recognized that the proper placement of wheel chocks for wheels is to place wheel chocks on both the front and rear of the rear wheels when a work vehicle is parked on a flat road and used for work, and to place wheel chocks on the wheels on the downhill side of the slope when the vehicle is parked on a slope. However, it can be difficult to determine whether a road is sloped or not depending on the magnitude of the slope angle of the road surface and the surrounding scenery, and there is a risk that a worker may not realize that the road is actually sloped and may place wheel chocks on the rear wheels of the work vehicle as they would on a flat road (i.e., on the front and rear of the rear wheels), resulting in the wheel chocks not being placed properly on a slope.

[0005] The present invention has been made in consideration of such problems, and aims to provide a wheel chock placement indicator device that can display the appropriate placement of wheel chock devices according to the slope of the road surface on which a work vehicle is parked, even in an environment where it is difficult to distinguish between a flat road and a slope. [Means for solving the problem]

[0006] In order to solve the above problem, the wheel chock placement instruction device of the present invention is a wheel chock placement instruction device that instructs the placement of wheel chock devices for the wheels of a vehicle, and is characterized by comprising: a tilt angle detection device (e.g., tilt angle detector 101 in the embodiments) that detects the tilt angle in the fore-and-aft direction of the vehicle; a tilt direction judgment device (e.g., controller 60 in the embodiments) that judges the tilt direction of the vehicle, whether it is tilted downward or upward at the front, based on the tilt angle detected by the tilt angle detection device; a storage device (e.g., controller 60 in the embodiments) that stores appropriate placement information indicating whether the wheel chock device should be placed in front of or behind the wheels; and a placement display device (e.g., controller 60 and display device 104 in the embodiments) that reads out from the storage device appropriate placement information according to the tilt direction of the vehicle judged by the tilt direction judgment device, and displays the placement of the wheel chock device indicated by the read appropriate placement information.

[0007] In the wheel chock placement instruction device having the above configuration, the appropriate placement information includes first appropriate placement information indicating that the wheel chock device should be placed in front of the wheel, and second appropriate placement information indicating that the wheel chock device should be placed behind the wheel. and second appropriate placement information indicating that the wheel chock device should be placed on the rear side, and the placement display device is preferably configured to, when the inclination angle of the vehicle detected by the inclination angle detection device is equal to or greater than a predetermined angle and the inclination direction determined by the inclination direction determination device is downward at the front, display a first display mode indicating that the wheel chock device should be placed on the front side of the wheel by referring to the first appropriate placement information stored in the storage device, and when the inclination angle of the vehicle detected by the inclination angle detection device is equal to or greater than a predetermined angle and the inclination direction determined by the inclination direction determination device is upward at the front, display a second display mode indicating that the wheel chock device should be placed on the rear side of the wheel by referring to the second appropriate placement information stored in the storage device.

[0008] Furthermore, in the wheel chock placement instruction device of the above configuration, it is preferable that the appropriate placement information includes third appropriate placement information indicating that the wheel chock device should be placed both in front of and behind the wheel, and the placement display device is configured to display a third display mode indicating that the wheel chock device should be placed both in front of and behind the wheel if the appropriate placement information read from the storage device by the inclination angle detection device is the third appropriate placement information when the inclination angle of the vehicle is less than a predetermined angle.

[0009] Furthermore, it is preferable that the wheel chock placement indication device having the above configuration is configured to include a detection device that detects the wheel chock devices placed in front of and behind the front and rear wheels of the vehicle, and an alarm device that issues an alarm if the detection device does not detect the wheel chock devices in a position corresponding to the display mode displayed on the position display device. [Effects of the Invention]

[0010] The wheel chock placement instruction device according to the present invention includes a tilt angle detection device that detects the tilt angle in the fore-and-aft direction of the vehicle, a tilt direction determination device that determines whether the vehicle is tilted downward or upward based on the tilt angle detected by the tilt angle detection device, a storage device that stores appropriate placement information indicating whether the wheel chock devices should be placed in front of or behind the wheels, and a placement display device that reads from the storage device appropriate placement information according to the vehicle tilt direction determined by the tilt direction determination device and displays the placement of the wheel chock devices indicated by the read appropriate placement information. With this configuration, the placement display device indicates whether the wheel chock devices should be placed in front of or behind the wheels depending on the vehicle tilt direction, so that even on a gentle slope where it is difficult to determine whether the road surface is flat or sloped just by looking at it, the worker can reliably prevent the vehicle from running away by placing the wheel chock devices according to the displayed placement.

[0011] In the wheel chock placement instruction device having the above configuration, the appropriate placement information includes first appropriate placement information indicating that the wheel chock devices should be placed in front of the wheels and second appropriate placement information indicating that the wheel chock devices should be placed behind the wheels, and the placement display device preferably displays a first display mode indicating that the wheel chock devices should be placed in front of the wheels by referring to the first appropriate placement information stored in the storage device when the vehicle inclination angle detected by the inclination angle detection device is equal to or greater than a predetermined angle and the inclination direction determined by the inclination direction determination device is downward-facing, and displays a second display mode indicating that the wheel chock devices should be placed behind the wheels by referring to the second appropriate placement information stored in the storage device when the vehicle inclination angle detected by the inclination angle detection device is equal to or greater than the predetermined angle and the inclination direction determined by the inclination direction determination device is upward-facing. With this configuration, even on a road surface that is so slight that it is difficult to determine the vehicle's inclination direction just by looking at the road surface, the worker can reliably prevent the vehicle from running away by placing the wheel chock devices according to the displayed placement.

[0012] In the wheel chock placement instruction device having the above configuration, the proper placement information includes third proper placement information indicating that the wheel chock devices should be placed on both the front and rear sides of the wheels, and the placement display device Preferably, when the inclination angle detection device detects that the inclination angle of the vehicle is less than a predetermined angle, and the appropriate placement information read from the storage device is the third appropriate placement information, a third display mode is displayed indicating that wheel chock devices should be placed both in front of and behind the wheels. With this configuration, even when the vehicle is parked on a flat road, it is displayed that wheel chock devices should be placed both in front of and behind the wheels, so that the worker is prompted to place wheel chock devices even on a flat road, and it is possible to more reliably prevent the vehicle from running away.

[0013] Furthermore, the wheel chock placement indicator device having the above configuration preferably includes a detection device that detects wheel chock devices placed in front of and behind the front and rear wheels of the vehicle, and an alarm device that issues an alarm if the detection device does not detect wheel chock devices in a position corresponding to the display mode displayed on the position display device.With this configuration, if the worker misses the display regarding the wheel chock device placement, the worker is notified that the wheel chock devices are not properly placed, and by making the worker aware that the wheel chock devices should be properly placed, the risk of the vehicle running away can be reduced. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a side view of an aerial work platform equipped with a wheel stopper placement indicator device according to an embodiment of the present invention. [Figure 2] 1 is a functional block diagram including a wheel chock placement instruction device according to an embodiment of the present invention. [Figure 3] 1 is a perspective view of a state in which wheel chock devices, which are targets for placement instructions by the wheel chock placement instruction device of this embodiment, are installed in front of and behind a tire / wheel. FIG. [Figure 4] FIG. [Figure 5]FIG. 2 is a perspective view of the wheel stopper device with the handle in a first reference position. [Figure 6] FIG. 10 is a perspective view of the wheel stopper device with the handle in a second reference position. [Figure 7] 10 is a plan view of the wheel stopper device with the handle in a first reference position. FIG. [Figure 8] FIG. 2 is a perspective view of a wheel stopper member of the wheel stopper device. [Figure 9] FIG. 3 is a cross-sectional view of a locking mechanism (index plunger) of the wheel stop device. [Figure 10] FIG. 10 is a rear view illustrating the swinging of the handle. [Figure 11] 10 is an explanatory diagram for explaining the relationship between the detection of the wheel stopper device and the extension operation of the jack device. FIG. [Figure 12] 10 is an explanatory diagram for explaining a method for calculating the distance from the detection device to the wheel stopper device and the detection direction when the jack device is extended in the width direction of the vehicle body by the outrigger device in the detection of the wheel stopper device. FIG. [Figure 13] 10 is an explanatory diagram for explaining a method of detecting the wheel stopper device when the jack device is protruded in the width direction of the vehicle body by the outrigger device in the detection of the wheel stopper device. FIG. [Figure 14] 10 is an explanatory diagram for explaining a method of detecting the wheel stopper device when the jack device is protruded in the width direction of the vehicle body by the outrigger device in the detection of the wheel stopper device. FIG. [Figure 15] 10 is an explanatory diagram for explaining a display form used to indicate the placement of wheel stopper devices according to the inclination angle of the vehicle body in the wheel stopper placement indication device according to the embodiment of the present invention. FIG. [Figure 16] 10 is an explanatory diagram for explaining a display form used in the wheel chock placement indicating device to indicate the placement of wheel chock devices according to the inclination angle of the vehicle body. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0015] A preferred embodiment of the present invention will be described below with reference to the drawings. Fig. 1 shows a vehicle for aerial work 1 equipped with a wheel chock placement indicator device according to this embodiment, and the overall configuration of the vehicle for aerial work 1 will be described with reference to this figure. Note that in the description with reference to Fig. 1, when the front-rear direction is mentioned, it follows the direction of the arrow shown in Fig. 1.

[0016] As shown in FIG. 1, the vehicle 1 has a driver's cabin 7 at the front of the vehicle body 2. The vehicle is based on a truck vehicle that can travel on a pair of left and right wheels 5 arranged at the front and rear. The vehicle body 2 is configured with a chassis frame on which four wheels 5 (left front wheel, left rear wheel, right front wheel, and right rear wheel) are arranged, and a vehicle frame made up of a subframe attached to the chassis frame. The wheels 5 shown in FIG. 1 are a left front wheel 5Lf and a left rear wheel 5Lr, and although not shown in FIG. 1, a right front wheel 5Rf and a right rear wheel 5Rr are provided on the right side of the vehicle body 2. Front wheel mudguards 8f are provided behind the left front wheel 5Lf and the right front wheel 5Rf, and rear wheel mudguards 8r are provided behind the left rear wheel 5Lr and the right rear wheel 5Rr.

[0017] Jack devices 10 are provided on the front, rear, left, and right sides of the vehicle body 2 to lift and support the vehicle body 2 when working at height. The jack devices 10 are composed of a left front jack 10Lf disposed behind the left front wheel 5Lf, a left rear jack 10Lr disposed behind the left rear wheel 5Lr, a right front jack 10Rf (not shown) disposed behind the right front wheel 5Rf, and a right rear jack 10Rr (see FIG. 12) disposed behind the right rear wheel 5Rr. Each jack device 10 has a jack cylinder 11 provided therein that is actuated to extend downward, thereby causing a jack base 10B provided at the tip of the jack device 10 to touch the ground. Further extending the jack cylinder 11 from this state lifts and supports the vehicle body 2, stabilizing the entire vehicle.

[0018] Each jack device 10 is provided with an outrigger device 12 (see FIG. 12) corresponding to the jack device 10. Here, the outrigger device 12 corresponding to the left front jack 10Lf is referred to as the left front outrigger 12Lf, and the outrigger device 12 corresponding to the left rear jack 10Lr is referred to as the left rear outrigger 12Lr. Also, the outrigger device 12 corresponding to the right front jack 10Rf is referred to as the right front outrigger 12Rf, and the outrigger device 12 corresponding to the right rear jack 10Lr is referred to as the right rear outrigger 12Rr.

[0019] An outrigger cylinder 13 (see FIG. 2) is provided inside each outrigger device 12, and extending and retracting the outrigger cylinder 13 moves the corresponding jack device 10 horizontally in the width direction of the vehicle body 2 (from the front to the back of the paper in FIG. 1 / from the back to the front of the paper). Specifically, extending the outrigger cylinder 13 moves the jack device 10 in a direction that protrudes from the side of the vehicle body 2. Retracting the extended outrigger cylinder 13 moves the jack device 10 that protrudes from the side of the vehicle body 2 in a direction that retracts it into the vehicle body 2. A lower operating device 27 is provided at the rear end of the vehicle body 2 for operating each jack device 10 and outrigger device 12, a boom 30 (described later), etc.

[0020] A swivel base 20, which is driven by a swivel motor 24 and configured to rotate horizontally about a vertical axis, is provided on the mounting portion of the vehicle body 2 located behind the driver's cabin 7. The base end of a boom 30 is attached to a support column 21 extending upward from the swivel base 20 via a foot pin 22 so that it can swing (raise and lower) in the vertical direction. In addition, tool boxes 26 for storing work tools and equipment are provided on the left and right sides of the mounting portion of the vehicle body 2.

[0021] The boom 30 has a configuration in which, from the swivel base 20 side, a base boom 30a, an intermediate boom 30b, and a tip boom 30c are nested together, and the boom 30 can be extended and retracted in the axial direction (longitudinal direction) by the extension and retraction of a telescopic cylinder 31 installed inside. In addition, a derricking cylinder 23 is installed between the base boom 30a and the support column 21, and by extending and retracting this derricking cylinder 23, the entire boom 30 can be raised and lowered in the vertical plane.

[0022] A vertical post 32 is pivotally supported at the tip of the tip boom 30c so as to be swingable up and down. The vertical post 32 is supported by an upper leveling rod 33 straddling the tip of the tip boom 30c. The boom 30 is swing-controlled (leveling-controlled) by a vertical cylinder (not shown) and a lower leveling cylinder 25 mounted between the boom base end 30a and the support column 21 so as to be kept in a vertical position regardless of whether the boom 30 is raised or lowered. A work platform 40 on which an operator sits is attached to the vertical post 32 via a work platform bracket (not shown). A swing motor 34 is provided inside the work platform bracket, and by driving this swing motor 34, the entire work platform 40 can be swiveled (horizontally rotated) around the vertical post 32 as an axis. Here, the vertical post 32 is always maintained in a vertical position as described above, and as a result, the floor surface of the work platform 40 is always kept horizontal regardless of the boom 30 raising or lowering angle.

[0023] The work platform 40 is provided with an upper operating device 45 equipped with various operating means such as operating levers, operating switches, and operating dials that are operated by a worker on the work platform 40. Therefore, by operating the upper operating device 45, a worker on the work platform 40 can perform various operations such as rotating the swivel base 20 (rotating the swivel motor 24), raising and lowering the boom 30 (extending and retracting the hoisting cylinder 23), extending and retracting the boom 30 (extending and retracting the telescopic cylinder 31), and swinging the work platform 40 (rotating the swing motor 34).

[0024] Generally, when a vehicle for aerial work is used at a work site, after parking, the parking brake is first applied to brake the left and right rear wheels 5Lr, 5Rr before operating the jacks 10Lf, 10Rf, 10Lr, 10Rr. Wheel chock devices are then installed between the road surface and the tread surfaces (tread surfaces) of the tire and wheel 5 to prevent the vehicle from running away. Therefore, the vehicle for aerial work 1 shown in Figure 1 is equipped with a wheel chock detector 100 (see Figure 2) for detecting wheel chock devices in order to determine whether the wheel chock devices are correctly positioned relative to the tire and wheel 5.

[0025] While any sensor (such as a photoelectric sensor, ultrasonic sensor, or laser sensor) that can determine the presence or absence of an object without contact can be used for the wheel chock detector 100, in this embodiment a camera is used as the wheel chock detector 100, and known image processing is performed in a controller 60 (see FIG. 2) described below based on the image signal output from the wheel chock detector 100 to determine the presence or absence of a wheel chock device, which is the object. Therefore, in this embodiment, the image acquired by the wheel chock detector 100 and the image processing in the controller 60 can be said to constitute a so-called image discrimination sensor.

[0026] As shown in FIG. 1, the wheel chock detectors 100 provided on the vehicle body 2 include a left front wheel front side wheel chock detector 110L fixed to the bottom of the driver's cabin 7 for detecting wheel chock devices arranged in front of the left front wheel 5Lf, a left front wheel rear side wheel chock detector 111L fixed to the jack base 10B of the left front jack 10Lf with the direction for detecting wheel chock devices (hereinafter also referred to as the "detection direction") facing the rear side of the left front wheel 5Lf, a left rear wheel front wheel chock detector 112L fixed to the jack base 10B of the left front jack 10Lf with the detection direction facing the front side of the left rear wheel 5Lr, and a left rear wheel rear side wheel chock detector 113L fixed to the jack base 10B of the left rear jack 10Lr with the detection direction facing the rear side of the left rear wheel 5Lr.

[0027] Also, although not shown in Figure 1, on the right side of the vehicle body 2, there are a right front wheel front side wheel stopper detector 110R fixed to the bottom of the driver's cabin 7 for detecting the wheel stopper device 70 arranged in front of the right front wheel 5Rf, a right front wheel rear side wheel stopper detector 111R fixed to the jack base 10B of the right front jack 10Rf with its detection direction facing the rear side of the right front wheel 5Rf, a right rear wheel front side wheel stopper detector 112R fixed to the jack base 10B of the right front jack 10Rf with its detection direction facing the front side of the right rear wheel 5Rr, and a right rear wheel rear side wheel stopper detector 113R fixed to the jack base 10B of the right rear jack 10Rr with its detection direction facing the rear side of the right rear wheel 5Rr (see Figure 2).

[0028] Next, with reference to FIG. 2, a description will be given of a configuration for controlling the operation of each hydraulic actuator, including the jack cylinder 11, outrigger cylinder 13, swing motor 24, derricking cylinder 23, telescopic cylinder 31, and swing motor 34, and for detecting the wheel chock devices, based on operation signals output by operating the upper operation device 45 or the lower operation device 27.

[0029] 2, the aerial work platform vehicle 1 is equipped with a hydraulic unit 50 that supplies hydraulic oil to operate each of the hydraulic actuators described above, and a controller 60 that controls the operation of each hydraulic actuator in response to operation signals from the upper operation device 45 and the lower operation device 27. The hydraulic unit 50 is configured to include a hydraulic pump 51 that discharges hydraulic oil, a pump drive motor 52 that drives the hydraulic pump 51, and a control valve 53 that controls the supply direction and amount of hydraulic oil supplied from the hydraulic pump 51 to each hydraulic actuator.

[0030] The pump drive motor 52 is driven to rotate by power supplied from the body battery 59 via an inverter 54, which operates the hydraulic pump 51 to discharge hydraulic oil to the control valve 53. The control valve 53 has an electromagnetic proportional control valve V1 corresponding to the jack cylinder 11, an electromagnetic proportional control valve V2 corresponding to the outrigger cylinder 13, an electromagnetic proportional control valve V3 corresponding to the swing motor 24, an electromagnetic proportional control valve V4 corresponding to the hoisting cylinder 23, an electromagnetic proportional control valve V5 corresponding to the telescopic cylinder 31, and an electromagnetic proportional control valve V6 corresponding to the swing motor 34.

[0031] When an operation signal output by operating the upper operation device 45 or the lower operation device 27 is input to the controller 60, the operation control section 61 of the controller 60 outputs a command signal corresponding to the operation signal to the control valve 53. Based on the command signal from the operation control section 61 of the controller 60, this control valve 53 electromagnetically drives the spool of each of the electromagnetic proportional control valves V1 to V6 to control the supply direction and supply amount of hydraulic oil supplied from the hydraulic pump 51 to each hydraulic actuator, and thereby controls the operation direction and operation speed of each hydraulic actuator. As a result, the upper operation device 45 or the lower operation device 27 can perform operations such as the extension and retraction of the jack unit 10 and outrigger unit 12, the rotation of the swivel base 20, the raising and lowering of the boom 30, the extension and retraction of the boom 30, and the swinging of the work platform 40.

[0032] The aerial work vehicle 1 is configured to determine whether or not a wheel chock device is installed by including the aforementioned wheel chock detector 100 (left front wheel front side wheel chock detector 110L, left front wheel rear side wheel chock detector 111L, left rear wheel front side wheel chock detector 112L, left rear wheel rear side wheel chock detector 113L, right front wheel front side wheel chock detector 110R, right front wheel rear side wheel chock detector 111R, right rear wheel front side wheel chock detector 112R and right rear wheel rear side wheel chock detector 113R), as well as an inclination angle detector 101, an extension amount detector 102, an alarm device 103 and a display device 104.

[0033] The inclination angle detector 101 detects the inclination angle of the vehicle body 2 relative to the horizontal plane (the inclination angle in the fore-and-aft direction of the vehicle body 2). Here, for example, the inclination angle when the vehicle body 2 is in a front-up position (head-up) is detected as a positive angle (plus angle), and the inclination angle when the vehicle body 2 is in a front-down position (head-down) is detected as a negative angle (minus angle), and the detection signal is output to the controller 60.

[0034] The extension amount detector 102 detects the extension amount of each jack device 10 (left front jack 10Lf, left rear jack 10Lr, right front jack 10Rf, and right rear jack 10Rr) and each outrigger device 12 provided corresponding to each jack device 10. More specifically, it detects whether each jack device 10 has reached a predetermined extension amount, and detects the extended length of each outrigger device 12, and outputs these detection signals to the controller 60.

[0035] Here, a method for detecting whether the extension amount of the jack apparatus 10 has reached a predetermined extension amount may be, for example, a limit switch that turns on when the jack base 10B touches the ground, or a method for measuring the extension amount of the jack apparatus 10 and outputting a signal indicating that the predetermined extension amount has been reached when the measurement value indicates that the jack base 10B has descended to a position at least lower than the positions of the front mudguard 8f and the rear mudguard 8r. In this case, the extension amount detector 102 may output a measurement value of the extension amount of the jack apparatus 10 to the controller 60, and the controller 60 may determine whether the predetermined extension amount has been reached based on this measurement value. Also, if the aerial work vehicle 1 is equipped with a safety device (interlock) that disables operation of the swivel base 20 and the boom 30 while the jack apparatus 10 is not touching the ground, a signal used in this safety device indicating that the jack apparatus 10 has touched the ground may be used.

[0036] The warning device 103 issues a visual or audible warning to the worker using a warning lamp, a warning buzzer, etc. The display device 104 displays whether the wheel chock device should be placed in front of or behind the tire / wheel 5 depending on the tilt direction of the vehicle body 2 (whether the vehicle body 2 is tilted up or down at the front). The display contents of the display device 104 will be described in detail later.

[0037] 2, the controller 60 is configured to include a predetermined position identification unit 62, a placement determination unit 63, and an alarm control unit 64 as components for determining whether or not a wheel chock device is appropriately placed with respect to the tire / wheel 5. When the jack device 10 is moved in a direction extending from the vehicle body 2 by the outrigger device 12, the predetermined position identification unit 62 calculates the direction and distance in which the wheel chock device should be detected by the wheel chock detector 100 fixed to the jack base 10B of the jack device 10 extending from the vehicle body, based on the extension amount of the outrigger device 12 output from the extension amount detector 102.

[0038] When the extension amount detector 102 detects that the jack assembly 10 has been extended to a predetermined extension amount, the placement determination unit 63 detects the presence or absence of wheel chock devices in the appropriate area (described later) identified by the predetermined position identification unit 62 based on the image signal from the wheel chock detector 100, and determines whether the wheel chock devices are placed in the appropriate position based on this detection result. The alarm control unit 64 causes the alarm device 103 to issue an alarm when the placement determination unit 63 determines that the wheel chock devices are not placed appropriately. This alarm activation also includes an operation to restrict the operation of the work equipment (e.g., the jack assembly 10, the outrigger assembly 12, the boom 30, the work platform 40, etc.).

[0039] Next, the structure of the wheel stopper device, which is the subject of placement instructions in this embodiment, will be described with reference to Figures 3 to 10. For ease of explanation, the length direction (insertion direction) of the wheel stopper device 70 shown in Figures 3 to 10 will be defined as the "front-rear direction," the width direction of the wheel stopper device 70 as the "left-right direction," and the height direction of the wheel stopper device 70 as the "up-down direction," but this does not specify the placement direction of the wheel stopper device 70.

[0040] The wheel stop device 70 is mainly composed of a wheel stop member 71 that is inserted between the tread surface 5t of the tire / wheel 5 and the parking surface G (see Figure 4), and a movable handle 90 provided on this wheel stop member 71.

[0041] The wheel stopper member 71 is formed in a wedge shape using, for example, a synthetic resin material (plastic material). The wheel stopper member 71 has a ground contact portion 72 that forms the bottom portion that is in contact with the parking road surface, a wheel contact portion 73 that contacts the tire / wheel 5, a top portion 74 that forms the top, a back portion 75 that connects the ground contact portion 72 and the top portion 74, and a pair of side portions 76. Below, as shown in FIG. In terms of the front-to-rear orientation of the wheel stop device 70 (wheel stop member 71), the side that is inserted between the tread 5t of the tire / wheel 5 and the parking road surface G (left side in the figure) is referred to as the "tip side," and the opposite side (right side in the figure) is referred to as the "base side."

[0042] The ground contact portion 72 has a non-slip portion 72a formed by continuously forming peaks and valleys along the front-to-rear direction to prevent slipping on the ground. The wheel abutment portion 73 is formed as a curved surface that becomes higher from the tip end to the base end and is concave diagonally upward, so that it can abut against the tread surface 5t of the tire / wheel 5. Note that part or all of this wheel abutment portion 73 may be formed as an inclined surface. A handle 77 with a T-shaped cross section protrudes from a position near the bottom of the back portion 75, and is gripped by an operator when carrying the wheel chock device 70. Furthermore, a vertical bracket portion 80 for supporting a handle 90 protrudes from a position near the top of the back portion 75.

[0043] As shown in Figure 8, the bracket portion 80 is provided with a boss portion 81 formed in a hollow cylindrical shape, a pair of stopper portions (first stopper portion 82, second stopper portion 83) formed diagonally below the left and right sides of the boss portion 81, and a pair of positioning holes (first positioning hole 84, second positioning hole 85) formed on the left and right sides of the boss portion 81.

[0044] The boss portion 81 is formed in a cylindrical shape extending in the front-rear direction, and has an insertion hole 81a formed through its center. A bolt shank 86a of a bolt 86, which serves as the pivot axis of the handle 90, is inserted into this insertion hole 81a. A nut (locking nut) 87 is threadedly attached to the tip of the bolt shank 86a to prevent the bolt shank 86a from coming off the insertion hole 81a. The stopper portions 82, 83 are formed in a rectangular column shape extending in the front-rear direction, and a seat for the handle 90 to abut against is formed on their upper surfaces. The positioning holes 84, 85 are through holes that pass through the front and back of the bracket portion 80, and are configured to be engageable with (insertable by) a lock pin 93b, which will be described later.

[0045] The handle 90 includes an L-shaped handle arm 91 pivotally connected to the bracket portion 80 via a bolt shank 86a, and a grip 98 fixed to the handle arm 91. The handle arm 91 is integrally formed using a synthetic resin material. The handle arm 91 has an arm base portion 92 extending in the left-right direction and a guide portion 95 that bends approximately perpendicularly from the end of the arm base portion 92 and extends in the front-rear direction, and is formed into an L shape as a whole. A connecting hole 92a (see FIG. 9) that penetrates the arm base portion 92 in the front-rear direction is formed in the arm base portion 92, and the bolt shank 86a is inserted into the connecting hole 92a. The bolt shank 86a inserted into the connecting hole 92a of the arm base portion 92 serves as a swing axis, and the entire handle 90 is pivotally connected to the bracket portion 80 so as to be swingable. In addition, a screw hole 92b (see Figure 9) that penetrates in the front-to-rear direction is formed in approximately the center of the arm base portion 92, and an index plunger 93 for fixing the position of the handle 90 is screwed into this screw hole 92b.

[0046] The index plunger 93 is a known mechanical element and includes a body 93a screwed to the arm base portion 92, a lock pin 93b slidably mounted on the body 93a and engageable with the positioning holes 84 and 85, and a knob 93c mounted on the base end of the lock pin 93b for operating the lock pin 93b. The lock pin 93b is constantly biased in a direction protruding from the body 93a (in a direction engaging with the positioning holes 84 and 85) by a spring (not shown) built into the body 93a. The lock pin 93b is configured to be movable between a retracted position where the tip of the lock pin 93b is retracted into the body 93a by pulling the knob 93c against the biasing force of the spring, and a locked position where the tip of the lock pin 93b is protruded from the body 93a by the biasing force of the spring by releasing and returning the knob 93c. As a result, the lock pin 93b is secured to the bracket 8. The stoppers 82, 83 and positioning holes 84, 85 provided on the handle 90 cooperate to position the handle 90 and also restrict the range within which the handle 90 can swing.

[0047] The guide portion 95 is formed in a flat plate shape extending in a direction (front-rear direction) parallel to the insertion direction of the wheel stopper member 71. An inner surface 95a of this guide portion 95 is formed so as to be able to abut against the outer surface (the outermost of the left and right side surfaces) 5a of the tire / wheel 5, and functions as a positioning portion in the width direction when installing the wheel stopper device 70 on the tire / wheel 5 (described in detail later). The grip 98 is a portion that an operator holds when swinging the handle 90, or when transporting, installing, or removing the wheel stopper device 70. One end of the grip 98 is fixed to the arm base portion 92, and the other end of the grip 98 is fixed to the guide portion 95. A gap 99 (see FIG. 7) is formed between this grip 98 and the handle arm 91, through which a worker can insert their fingers when gripping the grip 98.

[0048] The handle 90 having such a configuration is configured to be able to swing freely, with the bolt shaft 86a provided on the bracket 80 as a swing axis, between a first reference position (see FIG. 5) where the arm base 92 abuts against the upper surface of the first stopper 82 and the guide 95 is positioned laterally on one side in the width direction of the wheel stopper member 71, and a second reference position (see FIG. 6) where the arm base 92 abuts against the upper surface of the second stopper 83 and the guide 95 is positioned laterally on the other side in the width direction of the wheel stopper member 71. When the handle 90 swings to the first reference position, the lock pin 93b of the index plunger 93 and the first positioning hole 84 are aligned, and by operating the knob 93c to engage the lock pin 93b with the first positioning hole 84, the handle 90 is fixed at the first reference position. When the handle 90 swings to the second reference position, the lock pin 93b of the index plunger 93 aligns with the second positioning hole 85, and the handle 90 is fixed to the second reference position by operating the knob 93c to engage the lock pin 93b with the second positioning hole 85. In this way, by swinging the handle 90 to the first reference position or the second reference position and fixing it with the index plunger 93, the handle 90 can be selectively positioned at the first reference position or the second reference position.

[0049] When the handle 90 is in the first reference position or the second reference position, the inner surface 95a of the guide portion 95 is held parallel to the side surface portion 76 of the wheel stopper member 71 (opposing each other in the left-right direction), and the distance in a plan view from the center position of the wheel stopper member 71 in the width direction to the inner surface 95a of the guide portion 95 is configured to be approximately equal to half the width (tire width) of the tire / wheel 5 (see FIG. 7 ). As a result, when the handle 90 is swung to the first reference position or the second reference position and the inner surface 95a of the guide portion 95 is brought into contact with the outer surface 5a of the tire / wheel 5 (when the position of the inner surface 95a of the guide portion 95 and the position of the outer surface 5a of the tire / wheel 5 coincide), an appropriate positional relationship is achieved in which the center of the width direction of the wheel stopper member 71 coincides with the center of the width direction of the tire / wheel 5 (the wheel stopper member 71 is positioned at the center of the width direction of the tire / wheel 5). Note that at this time, the handle 90 extends outward from the side surface of the vehicle body 2.

[0050] Next, a procedure for positioning the wheel stopper device 70 will be described. First, the handle 90 of the wheel stopper device 70 is swung, and the handle 90 is fixed to a swing position (first reference position or second reference position) corresponding to the arrangement position (orientation of the outer surface 5a) of the target tire / wheel 5. Specifically, the handle 90 is selectively swung to the first reference position or the second reference position so that the guide portion 95 of the handle 90 is located on the outer surface 5a of the tire / wheel 5 (the left side surface for left tire / wheels 5Lf, 5Lr, and the right side surface for right tire / wheels 5Rf, 5Rr). After the handle 90 has been swung to the first reference position or the second reference position in this manner, the knob 93c of the index plunger 93 is operated to engage the lock pin 93b with the corresponding positioning hole 84, 85, thereby fixing the handle 90 to that swing position. In this way, the swing position (first reference position, second reference position) of the handle 90 is adjusted to match the orientation of the outer surface 5a of the target tire / wheel 5. By selectively switching the position (position), the wheel stop device 70 can be installed in an easy position from the outside of the tire / wheel 5 (positions on the left and right sides of the vehicle body 2) without having to get under the vehicle body 2.

[0051] Next, the wheel stop device 70 is placed near the target tire / wheel 5 (parking road surface), and the tip of the wheel stop member 71 is directed toward the tread surface 5t of the tire / wheel 5. Next, the grip 98 of the wheel stop device 70 is grasped, and the inner surface 95a of the guide portion 95 is brought into contact with the outer surface 5a of the tire / wheel 5. Then, while the guide portion 95 is kept in contact (sliding contact) with the outer surface 5a of the tire / wheel 5, the wheel stop member 71 is inserted between the tread surface 5t of the tire / wheel 5 and the parking road surface. As a result, the entire wheel stop device 70 is guided along the outer surface 5a of the tire / wheel 5 (the contact surface between the guide portion 95 and the tire / wheel 5), and with the center position of the wheel stop member 71 in the width direction aligned with the center position of the tire / wheel 5 in the width direction, the wheel stop member 71 moves parallel to the outer surface 5a of the tire / wheel 5 without tilting left or right, and the wheel contact portion 73 comes into contact with the tread surface 5t of the tire / wheel 5. In this manner, with the guide portion 95 of the handle 90 in contact with the outer surface 5a of the tire / wheel 5, the wheel contact portion 73 of the wheel stopper member 71 in contact with the tread surface 5t of the tire / wheel 5, whereby the wheel stopper device 70 is installed in the appropriate position (the center in the width direction of the tire / wheel 5) relative to the tire / wheel 5. At this time, the handle 90 extends outward beyond the side surface of the vehicle body 2.

[0052] 1 and 2, a light reflecting member may be attached to the object to be detected 96 formed on the tip side of the guide portion 95, as shown in, for example, FIGS. 3 to 7. In this way, the light emitted from the light-emitting element of the photoelectric sensor or laser sensor is reflected by the reflecting member attached to the object to be detected 96, and the reflected light is received by the light-receiving element of the photoelectric sensor or laser sensor, thereby making it possible to detect the presence or absence of the wheel stop device 70.

[0053] Next, characteristic features of the various configurations described above will be described below. <Detection control of wheel chock device> (Detection of wheel chocks according to the extension of the jack) In the above-described configuration, when the extension amount of the jack assembly 10 reaches a predetermined amount while the aerial work vehicle 1 is parked, the wheel chock device 70 is detected, and a determination is made as to whether the wheel chock device 70 is properly positioned with respect to the tire / wheel 5. Detection of the wheel chock device 70 according to the extension amount of the jack assembly 10 will be described below with reference to FIG. 11. Note that, although the following describes the operation of the tire / wheel 5 (left front wheel 5Lf and left rear wheel 5Lr) and the jack assembly 10 (left front jack 10Lf and left rear jack 10Lr) provided on the left side of the vehicle body 2, it is assumed that the same operation also applies to the tire / wheel 5 (right front wheel 5Rf and right rear wheel 5Rr) and the jack assembly 10 (right front jack 10Rf and right rear jack 10Rr) provided on the right side of the vehicle body 2. 11, the support columns 21, tool boxes 26, boom 30, work platform 40, and the like that are installed on the mounting portion of the vehicle for high altitude work 1 are not shown.

[0054] 11(A) shows a state in which the aerial work vehicle 1 is parked, with wheel chock devices 70 arranged in front of and behind the left front wheel 5Lf, and wheel chock devices 70 arranged in front of and behind the left rear wheel 5Lr. Here, the left front jack 10Lf and the left rear jack 10Lr are both stored, and the jack bases 10B of each jack device 10 are not in contact with the ground, so each wheel chock detector 100 (front left wheel chock detector 110L, rear left wheel chock detector 111L, front left rear wheel chock detector 112L, and rear left rear wheel chock detector 113L) is not performing detection.

[0055] Next, the worker operates the lower operating device 27 shown in FIG. 1 to extend each jack device 10. 11(B), when the jack base 10B of each jack device 10 touches the ground, this is detected by the extension amount detector 102 shown in FIG. 2. As a result, the controller 60 activates each wheel chock detector 100, causing each to acquire an image of the corresponding tire / wheel 5. Then, the placement determination unit 63 performs appropriate image processing on the image signal output from each wheel chock detector 100, and determines whether or not a wheel chock device 70 is placed.

[0056] 11(C), even if the jack devices are further extended to lift and support the vehicle body 2 after the jack base 10B has landed, images of the corresponding tire / wheel 5 are continuously acquired from each wheel chock detector 100 while the jack base 10B is on the ground. With this configuration, the wheel chock devices can be detected not only when the vehicle body 2 is lifted and supported, but also when the vehicle body 2 is lowered to the ground from the lifted and supported state.

[0057] In this way, the wheel stopper detector 100 detects the wheel stopper device 70 based on the image signal from the wheel stopper detector 100 when the wheel stopper detector 100 is lowered to a position lower than at least the positions of the front mudguard 8f and the rear mudguard 8r, so that the detection of the wheel stopper device 70 by the wheel stopper detector 100 is not blocked by structures such as the front mudguard 8f and the rear mudguard 8r shown in Fig. 1. Furthermore, the wheel stopper detector 100 does not detect the wheel stopper device 70 unless the wheel stopper detector 100 is lowered to a position lower than at least the positions of the front mudguard 8f and the rear mudguard 8r, so that the risk of mistaking the front mudguard 8f and the rear mudguard 8r for the wheel stopper device 70 can be reduced.

[0058] In the above-described embodiment, the wheel stop detector 100 is fixed to the jack base 10B, but this is not limited to this. For example, a separate lifting device may be provided to lower the wheel stop detector 100 to a position that is at least lower than the positions of the front wheel mudguard 8f and the rear wheel mudguard 8r as the jack device 10 is lowered.

[0059] (Adjustment of detection direction according to the extension of the outrigger device) As described above, the wheel stopper detector 100 is fixed to the jack base 10B provided at the tip of the jack device 10, and therefore when the outrigger devices 12 are extended and the jack device 10 protrudes in the width direction of the vehicle body 2, the positional relationship between the wheel stopper detector 100 and the tire / wheel 5 changes. For this reason, the controller 60 adjusts the direction in which the wheel stopper devices 70 arranged relative to the tire / wheel 5 are detected (hereinafter referred to as the "detection direction") in accordance with the amount of extension of the outrigger devices 12.

[0060] The following describes the adjustment of the detection direction according to the extension amount of the outrigger unit 12, with reference to Figures 12 to 14. In Figures 12 to 14, the same parts as those shown in Figures 1 and 2 are given the same reference numerals, and detailed description thereof will be omitted. Furthermore, the following description will explain the adjustment of the detection direction when the right rear outrigger 12Rr is extended, but similar adjustments will also be made when the left front outrigger 12Lf, left rear outrigger 12Lr, and right front outrigger 12Rf are extended.

[0061] FIG. 12 is a plan view that shows a schematic view of the rear portion of the vehicle body 2. In this figure, an appropriate area pr (area indicated by diagonal hatching in FIG. 12) is previously determined for each of the left rear wheel 5Lr and the right rear wheel 5Rr. This appropriate area pr is an area where the wheel chock device 70 can be considered to be positioned appropriately for the tire / wheel 5. Furthermore, when the center point lp of the detection surface (for example, the lens surface of a camera) of the left rear wheel chock detector 113L when the left rear outrigger 12Lr is fully retracted is defined as the center point lp, a point appropriately determined within the appropriate area pr on a line extending from the center point lp in a direction parallel to the longitudinal direction of the vehicle body 2 is defined as the detection point. At this time, the distance between the center point lp and the detection point dp is do. The same applies to the positional relationship between the center point lp of the right rear wheel stopper detector 113R when the right rear outrigger 12Rr is fully retracted and the detection point dp appropriately determined in the appropriate region pr on the right rear wheel 5Rr side.

[0062] Under the above-mentioned assumptions, for example, assume that the right rear outrigger 12Rr is extended to an extension amount dot. In this case, the distance d between the detection point dp and the center point lp is d (hereinafter referred to as "detection distance d d ") can be calculated using the following formula (1). d d =√(do 2 +dot 2 )……(1)

[0063] In addition, the angle θ (hereinafter referred to as the "detection angle θ") formed by the line connecting the detection point dp and the center point lp with respect to a line extending parallel to the longitudinal direction of the vehicle body 2 from the center point lp can be calculated using the following equation (2). θ=tan -1 (dot / do)……(2)

[0064] Therefore, the predetermined position specifying unit 62 calculates the detected distance d from the above equations (1) and (2) based on the detection signal indicating the extension amount dot of the outrigger unit 12 output from the extension amount detecting unit 102. d and the detection angle θ. The controller 60 also calculates the detection distance d d Based on the detection angle θ, the detection direction and detection distance of the wheel stopper device 70 by the wheel stopper detector 100 are adjusted.

[0065] For example, if a detector with a narrow detection range (e.g., a camera with a narrow angle of view) is used as the wheel chock detector 100, multiple detectors with different detection directions are attached to the jack base 10B as shown in Fig. 13, and the detector to be used is switched depending on the extension amount of the outrigger unit 12. That is, as shown in Fig. 13(A), a retraction wheel chock detector 113Ra whose detection direction faces the appropriate range pr of the right rear wheel 5Rr when the right rear outrigger 12Rr is fully retracted, and as shown in Fig. 13(B), an extension wheel chock detector 113Rb whose detection direction faces the appropriate range pr of the right rear wheel 5Rr when the right rear outrigger 12Rr is fully extended are provided on the jack base 10B. Then, depending on the extension amount of the right rear outrigger 12Rr, the retraction wheel chock detector 113Ra and the extension wheel chock detector 113Rb are switched for use.

[0066] Furthermore, when a detector with a wide detection range (for example, LiDAR) is used as the wheel stopper detector 100, as shown in FIG. 14, the above-mentioned detection distance d d and the detection angle θ, a proper area pr is identified within the detection range DR, and it is determined whether the wheel stop device 70 is within the identified proper area pr. That is, when the right rear outrigger 12Rr is fully retracted, as shown in FIG. 14(A), the detection distance d d = do, detection angle θ = 0 (i.e. 14B, when the right rear outrigger 12Rr is fully extended, the detection distance d d It is also determined whether or not the wheel stop device 70 is located at the position of the detection angle θ.

[0067] In this way, by adjusting the detection direction and detection distance according to the extension amount of the outrigger device 12, even if the positional relationship between the wheel stopper device 70 positioned relative to the tire wheel 5 and the wheel stopper detector 100 changes due to the extension operation of the outrigger device 12, the wheel stopper device 70 can be accurately detected, and if the placement determination unit 63 does not determine that the wheel stopper device 70 is properly positioned, the alarm control unit 64 can activate the alarm device 103.

[0068] <Warning control of wheel chock device placement> In detecting the wheel chock device described above, the placement judgment unit 63 shown in FIG. 2 judges the placement of the wheel chock device 70 in stages 1 to 3, which will be described below, based on the detection results of the wheel chock detectors 100 (left front wheel front chock detector 110L, left front wheel rear wheel chock detector 111L, left rear wheel front chock detector 112L, left rear wheel rear chock detector 113L, right front wheel front chock detector 110R, right front wheel rear wheel chock detector 111R, right rear wheel front chock detector 112R and right rear wheel rear chock detector 113R).

[0069] (First stage) First, when the placement determination unit 63 determines that the road surface on which the aerial work vehicle 1 is parked is not flat based on the inclination angle of the vehicle body 2 detected by the inclination angle detector 101, it determines whether the wheel chock devices 70 are appropriately placed for each tire / wheel 5. Here, the range of inclination angles for determining that the road surface is not flat is, for example, when the detected inclination angle exceeds a range of ±1 degree. When the placement determination unit 63 determines that the road surface is flat, it determines whether the wheel chock devices 70 are placed on the front and rear sides of the left front wheel 5Lf, the left rear wheel 5Lr, the right front wheel 5Rf, and the right rear wheel 5Rr based on the detection results of each wheel chock detector 100. Then, when the placement determination unit 63 determines that the wheel chock devices 70 are not placed on either the front or rear sides of at least one tire / wheel 5 of the two or more tire / wheels 5, the alarm control unit 64 activates the alarm device 103.

[0070] When a vehicle for aerial work is parked on a flat road, it is common to place wheel chock devices on both the front and rear of the rear wheels. On the other hand, when a vehicle for aerial work is parked on a slope, it is preferable to place wheel chock devices on the wheels on the downhill side of the slope. Therefore, on a gently sloping road where the vehicle body inclination angle is slightly more than 1 degree, there is a risk that a worker will mistakenly think that the road is flat and place wheel chock devices on both the front and rear of the rear wheels, but not on the front wheels. Therefore, in the wheel chock device placement warning control described above, when a vehicle for aerial work 1 is parked on a gently sloping road, and it is determined that a wheel chock device 70 is not placed on either the front or rear of at least one wheel 5, the warning device 103 is activated. In other words, when an aerial work vehicle is parked on a slight slope, the worker may think that the road is flat and that placing wheel chocks in front of and behind the rear wheels will prevent the vehicle from running away. However, by activating the alarm as described above, the worker can be made aware that the aerial work vehicle is parked on a slope and that wheel chocks should also be placed on the downhill side of the front wheels.

[0071] (Phase 2) Next, when the tilt angle of the vehicle body 2 exceeds a predetermined angle range (for example, ±1 degree), the placement determination unit 63 determines whether the wheel stopper device 70 is placed on the front side or the rear side (also referred to as the "placement orientation") for each of the left front wheel 5Lf, left rear wheel 5Lr, right front wheel 5Rf, and right rear wheel 5Rr. If the placement orientation of the wheel stopper device 70 for at least one tire / wheel 5 differs from the placement orientation of the wheel stopper devices 70 for the other tire / wheels 5, the warning device 103 is activated to issue a warning.

[0072] Here, for example, even if the worker places the wheel chock devices 70 on all the tire / wheels 5 because the warning device 103 has been activated in the above-mentioned first stage determination, if the inclination angle of the vehicle body 2 is slight, it becomes difficult to determine whether the front of the vehicle body 2 is tilted downward or upward, and the worker may end up placing the wheel chock devices in different directions for the left and right wheels. Therefore, by activating the warning device 103 based on the result of the above-mentioned second stage determination, the worker can be notified that it is necessary to align the directions of the placement of all the wheel chock devices 70.

[0073] (Third Stage) Furthermore, when the inclination angle of the vehicle body 2 exceeds a predetermined angle range (e.g., ±1 degree), the placement determination unit 63 determines whether the wheel chock devices 70 are properly placed for each of the tire / wheels 5 of the left front wheel 5Lf, the left rear wheel 5Lr, the right front wheel 5Rf, and the right rear wheel 5Rr, depending on the inclination direction of the vehicle body 2. Here, the placement determination unit 63 pre-stores the proper placement of the wheel chock devices 70 (hereinafter referred to as "proper placement") as follows: placement on the front side of the tire / wheel 5 when the vehicle body 2 is inclined downward in front, and placement on the rear side of the tire / wheel 5 when the vehicle body 2 is inclined upward in front. Then, based on the stored proper placement, the placement determination unit 63 determines whether the placement of the wheel chock devices 70 for each of the tire / wheels 5 of the left front wheel 5Lf, the left rear wheel 5Lr, the right front wheel 5Rf, and the right rear wheel 5Rr is proper. As a result, when it is determined that the wheel chock devices 70 for all of the tire / wheels 5 are not properly placed, the alarm device 103 is activated.

[0074] In this way, by performing the third stage determination, even if the worker aligns the orientation of the wheel chock devices 70 for all the tire / wheel 5 due to the alarm device 103 being activated in the above-described second stage determination, if the orientation is not correct, the worker can be notified of this. As a result, the worker can reverse the orientation of the wheel chock devices for all the wheels (if they were positioned on the front side of the tire / wheel 5, they will be positioned on the rear side, and if they were positioned on the rear side, they will be positioned on the front side), thereby making it possible to properly position the wheel chock devices for all the wheels.

[0075] Note that only one of the above-described first to third stage determinations may be performed, or at least two of them may be performed in combination. Furthermore, when a combination of multiple determinations is performed, the mode of alarm activation of the alarm device 103 based on each determination result (for example, the blinking interval of the alarm lamp, the type and occurrence interval of the alarm sound, etc.) may be varied. Furthermore, when performing the above-described first to third stage determinations, if there is a position on the bottom of the vehicle body 2 where the front wheel mudguard 8f or the rear wheel mudguard 8r shown in FIG. 1 does not prevent the wheel stopper detector 100 from detecting the wheel stopper device 70, the wheel stopper detector 100 may be attached to that position; the wheel stopper detector 100 does not necessarily have to be fixed to the jack base 10B.

[0076] <Display of appropriate placement according to the tilt direction of the vehicle body> In the third stage of judgment described above, the placement determination unit 63 determines whether the placement of the wheel chock device 70 is appropriate or not depending on the tilt direction of the vehicle body 2, but the wheel chock placement instruction device of this embodiment displays this appropriate placement to the worker. Hereinafter, the display mode of the appropriate placement will be described with reference to Figures 15 and 16.

[0077] 15 is a diagram showing a display mode that serves as a basis for displaying the proper placement to an operator. In the display mode for the proper placement shown in this figure, a display for indicating the proper placement is performed on a graphic that schematically represents a plan view of the vehicle body 2. That is, within a cabin display area CB that schematically represents the driver's cabin 7 of the vehicle body 2, there are defined an appropriate placement display area FLf that indicates that the wheel chock device 70 is properly placed in front of the left front wheel 5Lf, an appropriate placement display area FLr that indicates that the wheel chock device 70 is properly placed behind the left front wheel 5Lf, an appropriate placement display area FRf that indicates that the wheel chock device 70 is properly placed in front of the right front wheel 5Rf, and an appropriate placement display area FRr that indicates that the wheel chock device 70 is properly placed behind the right front wheel 5Rf.

[0078] Further, in the mounting part display area AC which schematically shows the mounting part of the vehicle body 2, there are provided a proper placement display area RLf which indicates that the wheel stop device 70 is properly placed in front of the left rear wheel 5Lr, a proper placement display area RLr which indicates that the wheel stop device 70 is properly placed in rear of the left rear wheel 5Lr, a proper placement display area RRf which indicates that the wheel stop device 70 is properly placed in front of the right rear wheel 5Rf, and a proper placement display area RRr which indicates that the wheel stop device 70 is properly placed in rear of the right rear wheel 5Rf. It is stipulated that:

[0079] The display of the proper placement may be performed by displaying an image showing each of the above-mentioned display areas on an image display device such as a liquid crystal display, or by drawing frame lines showing the cabin display area CB and the body display area AC on the panel surface of the display device and providing lamps at the positions of each of the proper placement display areas and turning on the lamps to indicate the proper placement. In this embodiment, the display device 104 shown in Figure 2 is a liquid crystal display, and an image showing each of the above-mentioned display areas is displayed on the liquid crystal display.

[0080] A memory (not shown) in the controller 60 stores proper placement information indicating proper placement according to the tilt direction of the vehicle body 2. There are three types of proper placement information: first proper placement information, second proper placement information, and third proper placement information. The first proper placement information is proper placement information indicating that placing the wheel stopper device 70 on the front side of each tire / wheel 5 is proper placement. The second proper placement information is proper placement information indicating that placing the wheel stopper device 70 on the rear side of each tire / wheel 5 is proper placement. The third proper placement information is proper placement information indicating that placing the wheel stopper device 70 on both the front and rear sides of each tire / wheel 5 is proper placement.

[0081] As a result, when the inclination angle of the vehicle body 2 detected by the inclination angle detector 101 exceeds a predetermined angle range and the sign of the value indicating the inclination angle is negative (the vehicle body 2 is tilted downward at the front), the controller 60 refers to the first appropriate placement information among the appropriate placement information stored in memory. Here, the above-mentioned predetermined angle range is an angle range that can be considered a flat road, and an angle exceeding this angle range is considered to be a slope. In this embodiment, the predetermined angle range is ±1 degree. Then, since the first appropriate placement information indicates that placing the wheel chock devices 70 in front of each tire / wheel 5 is appropriate placement, the appropriate placement display areas FLf, FRf, RLf, and RRf are each displayed in red, as shown in FIG. 16(A). Note that in FIGS. 16(A) to 16(C'), the red display of the appropriate placement display areas is shown in gray.

[0082] Furthermore, when the inclination angle of the vehicle body 2 detected by the inclination angle detector 101 exceeds a predetermined angle range and the sign of the value indicating the inclination angle is positive (the vehicle body 2 is tilted up at the front), the controller 60 refers to the second appropriate placement information among the appropriate placement information stored in the memory. Then, since the second appropriate placement information indicates that placing the wheel stopper devices 70 on the rear side of each tire / wheel 5 is the appropriate placement, the controller 60 displays the appropriate placement display areas FLr, FRr, RLr, and RRr in red, as shown in Fig. 16(B).

[0083] Furthermore, when the inclination angle of the vehicle body 2 detected by the inclination angle detector 101 is within a predetermined angle range, the controller 60 refers to the third appropriate placement information among the appropriate placement information stored in the memory, regardless of the sign of the value indicating the inclination angle. Then, since the third appropriate placement information indicates that placing the wheel chock devices 70 on both the front and rear sides of the tire / wheel 5 is the appropriate placement, the controller 60 displays the appropriate placement display areas RLf, RLr, RRf, and RRr in red, as shown in Fig. 16(C).

[0084] When the controller 60 displays the appropriate placement based on the third appropriate placement information, the appropriate placement display areas FLf, FLr, FRf, and FRr may be displayed in red, as shown in FIG. 16(C').

[0085] As a result, even on a gently sloping surface where the worker cannot tell just by looking at the road surface whether it is flat or sloped, by placing the wheel stopper device 70 at the position (front or rear) of the tire / wheel 5 corresponding to the appropriate placement display area displayed in red among the appropriate placement display areas displayed on the display device 104, the aerial work vehicle 1 can be reliably prevented from running away.

[0086] In addition, if the inclination angle of the vehicle body 2 detected by the inclination angle detector 101 exceeds a predetermined angle range and the sign of the value indicating the inclination angle is positive (the vehicle body 2 is tilted up at the front), the controller 60 may determine whether or not wheel stop devices 70 are installed on the rear side of the left front wheel 5Lf and the right front wheel 5Rf based on the detection signals output from the left front wheel rear wheel stop detector 111L and the right front wheel rear wheel stop detector 111R, and if it is not determined that they are installed, it may activate an alarm on the warning device 103.

[0087] Here, when the vehicle for aerial work 1 is parked on a slope where the vehicle body 2 is tilted upward at the front, and the vehicle body 2 is raised and supported by the jack device 10, for example, when the vehicle body 2 is lowered back down the slope, if the front wheels, which are not braked, touch the ground before the rear wheels, which are braked by the parking brake, there is a risk that the vehicle for aerial work 1 will run away. Therefore, when the vehicle body 2 is parked with the front of the vehicle body 2 tilting upward, it is important to detect whether or not wheel chock devices 70 are arranged behind the left front wheel 5Lf and the right front wheel 5Rf, as described above.

[0088] In the above embodiment, the case where the vehicle is mounted on a truck-mounted vehicle for aerial work is described as an example, but the present invention is not limited to this and may be applied to other work vehicles such as crane trucks, transport vehicles such as dump trucks, etc. In addition, in the above embodiment, the vehicle for aerial work is described as an example of an electrically driven (battery driven) vehicle for aerial work, but the present invention is not limited to this and may be a PTO-driven vehicle for aerial work that extracts engine power via a PTO mechanism (power take-off mechanism) to drive a hydraulic pump, or a hybrid vehicle for aerial work that has both and selectively switches between power sources. [Explanation of symbols]

[0089] 1. Aerial work platform 2. Body 5 Tires and wheels 10 Jacking device 12 Outrigger device 27 Lower operating device 45 Upper control device 60 Controller 62 Predetermined position identification section 63 Placement Judgment Section 64 Alarm control section 70 Wheel chock 71 Wheel stopper 90 Handle 95 Guide section (guide section) 96 Detected object 98 Grip 100 Wheel Chock Detector 101 Tilt angle detector 102 Extension detector 103 Alarm device 104 Display device

Claims

1. A wheel chock placement instruction device that instructs the placement of wheel chock devices for wheels of a vehicle, an inclination angle detection device that detects an inclination angle in the front-rear direction of the vehicle; a tilt direction determination device that determines whether the front of the vehicle is tilted downward or upward based on the tilt angle detected by the tilt angle detection device; a storage device that stores appropriate placement information indicating whether the wheel chock device should be placed in front of or behind the wheel; a positioning display device that reads out from the storage device appropriate positioning information according to the inclination direction of the vehicle determined by the inclination direction determination device, and displays the positioning of the wheel chock device indicated by the read appropriate positioning information.

2. the appropriate placement information includes first appropriate placement information indicating that the wheel chock device should be placed in front of the wheel, and second appropriate placement information indicating that the wheel chock device should be placed in rear of the wheel, 2. The wheel chock placement instruction device according to claim 1, wherein the placement display device refers to the first appropriate placement information stored in the storage device and displays a first display mode indicating that the wheel chock device should be placed in front of the wheels when the inclination angle of the vehicle detected by the inclination angle detection device is a predetermined angle or more and the inclination direction determined by the inclination direction determination device is a front-downward tilt, and refers to the second appropriate placement information stored in the storage device and displays a second display mode indicating that the wheel chock device should be placed behind the wheels when the inclination angle of the vehicle detected by the inclination angle detection device is a predetermined angle or more and the inclination direction determined by the inclination direction determination device is a front-upward tilt.

3. the proper placement information includes third proper placement information indicating that the wheel chock devices should be placed on both the front and rear sides of the wheels; The wheel chock placement instruction device according to claim 2, characterized in that when the inclination angle detection device detects that the inclination angle of the vehicle is less than a predetermined angle, the placement display device displays a third display mode indicating that the wheel chock device should be placed both in front of and behind the wheel if the appropriate placement information read from the storage device is third appropriate placement information.

4. a detection device for detecting the wheel stopper devices disposed in front of and behind the front and rear wheels of the vehicle; The wheel stopper placement indication device according to claim 2 or 3, further comprising an alarm device that issues an alarm if the detection device does not detect the wheel stopper device in a position corresponding to the display mode displayed on the position display device.

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