Motion control device for cargo vehicles, cargo vehicles

Abstract

To provide a vehicle-mounted motion control system and a vehicle that can reduce the possibility of component damage. [Solution] The cargo vehicle's operation control device 1 includes a rear tailgate position determination unit 11 that determines whether the rear tailgate is in a closed position or not, a cargo bed position change request that changes the position of the cargo bed, and a cargo bed position control unit 12 that controls the cargo bed to change its position to a grounded position or a retracted position according to the determination result by the rear tailgate position determination unit 11. The cargo bed position control unit 12 controls the cargo bed to change its position to a retracted position only if the cargo bed position change request is a request to change the position of the cargo bed to a retracted position and the rear tailgate position determination unit 11 determines that the rear tailgate is in a closed position.

Description

Technical Field

[0001] The present invention relates to a freight vehicle capable of changing the attitude of a loading platform between a storage attitude in which the loading platform is disposed on a chassis frame and a grounding attitude in which the loading platform is disposed on the ground, and an operation control device for a freight vehicle provided in the freight vehicle.

Background Art

[0002] There is a freight vehicle that can change the attitude of the loading platform between a storage attitude in which the loading platform is disposed on a chassis frame and a grounding attitude in which the loading platform is disposed on the ground, and that has a tailgate at the rear of the loading platform. For example, there is a freight vehicle having a configuration disclosed in Patent Document 1.

[0003] The freight vehicle having the configuration disclosed in Patent Document 1 includes a guide frame that can be displaced relative to the loading platform, and a tilt frame that can be displaced relative to the guide frame and the loading platform. Further, the attitude of the loading platform is changed by the expansion and contraction of hydraulic cylinders provided in the guide frame and the tilt frame. The tailgate is rotatably supported at the rear of the loading platform. Therefore, while the loading platform is in the storage attitude, a posture change suppression mechanism is provided to maintain the attitude of the tailgate in the closed attitude.

[0004] As the posture change suppression mechanism, for example, a pressing force transmission member and a push rod disposed below the loading platform are provided. A rod spring having one end abutting against the pressing force transmission member and the other end abutting against the rear spring receiving plate of the push rod is disposed so as to surround the outer periphery of the push rod. With such a structure, when the loading platform is in the storage attitude, a thrust force in a direction to maintain the closed attitude is generated by the push rod pressing the tailgate by the biasing force generated when the pressing force transmission member is pushed by the tilt frame.

Prior Art Documents

Patent Documents

[0005] [Patent Document 1] Japanese Patent Publication No. 2024-008669 [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] However, in the configuration disclosed in Patent Document 1, when the cargo bed's position is changed to the retracted position (moved forward) while the rear tailgate is open, the inclined frame pushes the push rod when the cargo bed's position is completely retracted. As a result, there is a problem that the rear tailgate may close abruptly, potentially damaging parts.

[0007] In view of the above-mentioned problems, the present invention aims to provide a vehicle control device for a commercial vehicle and a commercial vehicle that can reduce the possibility of damage to parts. [Means for solving the problem]

[0008] A cargo vehicle operation control device according to one aspect of the present invention is a cargo vehicle operation control device that is mounted on a cargo vehicle equipped with a cargo bed and a rear tailgate, and controls the operation of the cargo bed. The cargo bed is capable of changing the orientation of the vehicle body relative to the chassis frame between a stowed orientation, where it is positioned on the chassis frame, and a ground-level orientation, where it is positioned on the ground. The rear tailgate is provided at the rear of the cargo bed and is capable of changing its orientation relative to the cargo bed between a closed orientation, where it is upright, and an open orientation, where its upper end faces the rear of the vehicle body and it is lying on its side. The cargo vehicle operation control device also includes a rear tailgate orientation determination unit and a cargo bed orientation control unit. The rear tailgate orientation determination unit determines whether the orientation of the rear tailgate is in the closed orientation or not. The cargo bed orientation control unit controls the orientation of the cargo bed to change it to the ground-level orientation or the stowed orientation in response to a cargo bed orientation change request and the determination result from the rear tailgate orientation determination unit. Furthermore, the cargo bed posture control unit performs control to change the cargo bed posture to the retracted posture only if the cargo bed posture change request is a request to change the cargo bed posture to the retracted posture, and the rear tailgate posture determination unit determines that the rear tailgate posture is the closed posture.

[0009] Furthermore, a cargo vehicle according to one aspect of the present invention is equipped with a cargo vehicle operation control device. [Effects of the Invention]

[0010] According to the present invention, it is possible to provide a vehicle control device for a cargo vehicle and a cargo vehicle that can reduce the possibility of damage to parts. [Brief explanation of the drawing]

[0011] [Figure 1] This is a side view of a cargo vehicle equipped with an operational control device for a cargo vehicle according to an embodiment. [Figure 2] This is a diagram showing the structure of the cargo bed. [Figure 3] This diagram shows the process of changing the orientation of the cargo bed. [Figure 4] This diagram shows the structure of the rear tailgate; Figure (a) is a side view, and Figure (b) is a rear view. [Figure 5] This figure shows only the cargo bed portion of the cross-sectional view along line AA in Figure 1. [Figure 6] This figure shows only the cargo bed portion of the cross-sectional view of line BB in Figure 1. [Figure 7] This figure shows the structure of a rod unit according to an embodiment. [Figure 8] This figure shows the structure of a push unit according to an embodiment. [Figure 9] This figure shows the structure of a push unit according to an embodiment. [Figure 10] This is a block diagram showing the configuration of a control system for a commercial vehicle. [Modes for carrying out the invention]

[0012] <Embodiment> Hereinafter, an operation control device for a freight vehicle according to the present invention and the freight vehicle will be described with appropriate reference to the drawings. Note that the drawings are schematic. Therefore, it should be noted that the relationship between the thickness and the planar dimensions, the ratio, etc. may be different from the actual ones, and there may be parts where the dimensional relationships and ratios are different between the drawings. Further, the following embodiments illustrate devices and methods for embodying the technical idea of the present invention, and the technical idea of the present invention does not specify the material, shape, structure, arrangement, etc. of the constituent parts to the following embodiments. In the following description and drawings, the direction in which the freight vehicle moves forward (the direction in which it travels when the shift is selected to the D range or the like) may be described as "forward". Similarly, in the following description and drawings, the direction in which the freight vehicle moves backward (the direction in which it travels when the shift is selected to the R range) may be described as "backward", the left side when the driver of the freight vehicle is sitting in the driver's seat is indicated as "left side", and the right side when the driver is sitting in the driver's seat is indicated as "right side". Therefore, in the following description and drawings, according to the above definitions, the expressions "front side of the vehicle", "rear side of the vehicle", "right side of the vehicle" and "left side of the vehicle" may be used.

[0013] <Configuration of Freight Vehicle> Referring to FIGS. 1 and 2, the configuration of the freight vehicle 100 will be outlined. The freight vehicle 100 is a truck equipped with equipment for vehicle loading, and includes a loading platform 102, a chassis frame 200, an inclined frame 300, a guide frame 400, and a push unit 600. A rear spoiler 2 is provided at the rear of the loading platform 102. The configuration of the rear spoiler 2 will be described later. Although not shown, the chassis frame 200 and the inclined frame 300 are equipped with a loading platform lifting device as an actuator for changing the attitude of the loading platform 102. The chassis frame 200 forms the skeleton of the freight vehicle 100, and the guide frame 400 is fixed thereto.

[0014] In the storage posture, which is the posture of the goods vehicle 100 when it is running, as the positional relationship of each component, the inclined frame 300 is located above the guide frame 400, and further, the loading platform 102 is located above the inclined frame 300. Hereafter, unless otherwise specified, the goods vehicle 100 will be described as being in the storage posture.

[0015] <Loading platform> Referring to FIGS. 2 and 3(a), the structure of the loading platform 102 will be described. The loading platform 102 includes a front roller 102a, a rear roller 102b, and a floor plate 106. The floor plate 106 is a plate for loading vehicles on its upper surface. Also, although details will be described later, on the lower surface of the floor plate 106 at the rear of the loading platform 102, a rod unit 40 and a push unit 600 are provided side by side in the vehicle longitudinal direction.

[0016] The front roller 102a is formed in a cylindrical shape, and on the lower surface of the floor plate 106 (in FIG. 2, the lower side surface), one each on the right front side and the left front side of the vehicle, it is rotatably attached around an axis along the vehicle width direction using a front bracket 102c. Also, a part of the front roller 102a protrudes downward from the front bracket 102c. The rear roller 102b is formed in a cylindrical shape, and two each on the right rear side and the left rear side of the vehicle on the lower surface of the floor plate 106, it is rotatably attached around an axis along the vehicle width direction. Also, a part of the rear roller 102b protrudes downward and rearward from the floor plate 106.

[0017] <Rear spoiler> Referring to FIGS. 4(a) and 4(b), the structure of the rear spoiler 2 will be described. The rear spoiler 2 is a plate that also serves as a slope when loading goods onto the loading platform 102, and is attached to the rear end of the loading platform 102 in a state where it can swing around an opening and closing axis 3 along the vehicle width direction with respect to the loading platform 102. The rear spoiler 2 can change its posture with respect to the loading platform 102 between a closed posture and an open posture by swinging it with respect to the loading platform 102.

[0018] The closed position is when the rear tailgate 2 is standing perpendicular to the floor plate 106, as shown in Figures 3(a) and 4(a). When the cargo truck 100 is in motion, the closed position of the rear tailgate 2 is maintained by a posture change suppression mechanism, which will be described later. The open position, as shown in Figure 3(e), is a position where the upper end of the rear tailgate 2 is facing the rear of the vehicle and is positioned horizontally. Specifically, it is in a position approximately parallel to the floor plate 106, and the position is changed manually when loading and unloading cargo. Therefore, the rear fan 2 of the embodiment can change its position between the closed position and the open position manually.

[0019] As shown in Figure 4(b), the lower part of the rear tailgate 2 is provided with multiple opening / closing shaft support parts 6a, into which the opening / closing shaft 3 is fitted. Specifically, the opening / closing shaft support parts 6a are provided on the right and left sides of the vehicle, with the center in the vehicle width direction as the dividing line. The two opening / closing shaft support parts 6a provided on the left side of the vehicle and the one opening / closing shaft support part 6a provided on the outer side in the vehicle width direction on the right side of the vehicle are inverted U-shaped members fixed to the lower part of the rear tailgate 2. On the right side of the vehicle, towards the center in the vehicle width direction, an opening / closing shaft support portion 6b is formed in the connecting portion 2a, which will be described next. All opening / closing shaft support portions 6a and 6b are formed so that when an opening / closing shaft 3 is fitted into each of them, all opening / closing shafts 3 are arranged coaxially.

[0020] The connecting portion 2a is a T-shaped plate that extends from the rear side of the rear tailgate 2, the side facing the rear of the vehicle when closed (hereinafter sometimes referred to as "rear surface 2b"), and is fixed so that its upper part is located below the rear surface 2b and its laterally protruding portion is located below the rear tailgate 2. Therefore, the lower part of the connecting portion 2a protrudes from the rear of the vehicle and downward relative to the rear tailgate 2. Two connecting portions 2a are fixed together with their faces facing each other, and the opening / closing shaft support portion 6b is formed so as to be coaxial with the other opening / closing shaft 3 at the laterally protruding portion. Furthermore, a cylindrical opening / closing shaft bracket 2c is fixed between the opposing faces of the connecting portion 2a, coaxial with the opening / closing shaft 3.

[0021] The position where the connecting portion 2a is fixed coincides with the axis of the rod unit 40 and push unit 600, which will be described later, when viewed from above and below, and when viewed from the vehicle width direction, the downward protruding portion coincides with a part of the rod unit 40. A circular through hole is formed in the protruding portion in a direction along the vehicle width direction, and it connects itself to the end of the push rod 41 (connecting member 43), which will be described later, by the connecting shaft 5. The connecting shaft 5 is fitted in such a way that its own axial direction is parallel to the axial direction of the opening / closing shaft 3.

[0022] <Sloping frame> The inclined frame 300 is positioned between the guide frame 400 and the loading platform 102, and is formed to be displaceable relative to the guide frame 400 and the loading platform 102. Specifically, the inclined frame 300 is mounted to the guide frame 400 so that it can be tilted and slid. Furthermore, the inclined frame 300 includes a first horizontal section 301, an inclined section 302, a second horizontal section 303, a first lower roller 304, a second lower roller 305, a cylinder bracket 306, and a frame connection section 307. The first horizontal section 301 is formed using two plate-shaped members as a pair, and is positioned with its length parallel to the front-to-rear direction of the cargo truck 100 when the cargo bed 102 is in the stowed position. The pair of first horizontal sections 301 are arranged parallel to each other along the width direction of the cargo truck 100, and their thickness direction is oriented parallel to the width direction of the cargo truck 100. Furthermore, each of the two first horizontal sections 301 is provided with a first guide lane 301a on which the front roller 102a travels. The first guide lanes 301a are formed on the surfaces of the two first horizontal sections 301 that face outwards from the cargo truck 100.

[0023] The inclined section 302 is continuous with the rear end of the first horizontal section 301 (the right end in Figure 2). The inclined section 302 is formed using a pair of plate-shaped members, and when the cargo bed 102 is in the stowed position, it is inclined upward the further it is from the first horizontal section 301 when viewed from the side. The pair of inclined sections 302 are arranged parallel to each other along the width direction of the cargo truck 100, and their thickness direction is oriented parallel to the width direction of the cargo truck 100. Furthermore, each pair of inclined sections 302 is equipped with an inclined section guide lane 302a on which the front roller 102a travels. The inclined section guide lane 302a is formed on the surface of each pair of inclined sections 302 that faces outward from the cargo truck 100. The second horizontal section 303 is continuous with the rear end of the inclined section 302 (the right end in Figure 2). The inclined section 302 is formed using two plate-shaped members as a pair, and is positioned with its length parallel to the front-to-rear direction of the cargo truck 100 when the cargo bed 102 is in the stowed position. The pair of second horizontal sections 303 are arranged parallel to the width direction of the cargo truck 100, and their thickness direction is oriented parallel to the width direction of the cargo truck 100. Furthermore, each of the two second horizontal sections 303 is equipped with a second guide lane 303a on which the front roller 102a travels. The second guide lanes 303a are formed on the surfaces of the two second horizontal sections 303 that face outwards from the cargo truck 100.

[0024] The first lower roller 304 is formed in a cylindrical shape and is positioned on the lower surface (the lower side in Figure 2) of the second horizontal section 303. The first lower roller 304 is rotatably mounted to the second horizontal section 303 using the first lower bracket 308. A portion of the first lower roller 304 protrudes downward from the first lower bracket 308. The axis of rotation of the first lower roller 304 is oriented parallel to the width direction of the cargo truck 100. The second lower roller 305 is cylindrical in shape and is positioned on the lower surface (the lower surface in Figure 2) of the second horizontal section 303, at a position further away from the first horizontal section 301 than the first lower roller 304. The second lower roller 305 is rotatably mounted to the second horizontal section 303 using the second lower bracket 309. A portion of the second lower roller 305 protrudes downward from the second lower bracket 309. The axis of rotation of the second lower roller 305 is oriented parallel to the width direction of the cargo truck 100. The cylinder bracket 306 is positioned further from the first horizontal section 301 than the second lower roller 305, and is located on the upper surface (upper surface in Figure 2) of the second horizontal section 303, and a cylinder (not shown) of the cargo bed lifting device is rotatably mounted to it. The axis of rotation of the cylinder of the cargo bed lifting device is oriented parallel to the width direction of the cargo truck 100. A portion of the cylinder bracket 306 protrudes upward from the second horizontal section 303. The frame connection section 307 connects the pair of first horizontal sections 301.

[0025] <Guide frame> The guide frame 400 is fixed to the chassis frame 200 and is positioned between the chassis frame 200 and the cargo bed 102. The guide frame 400 also includes a horizontal guide section 401, an inclined guide section 402, a guide roller 403, and a retaining hook 404.

[0026] The horizontal guide section 401 is formed using a pair of plate-shaped members and is arranged with its length parallel to the front-to-rear direction of the cargo truck 100. The pair of horizontal guide sections 401 are arranged parallel to each other along the width direction of the cargo truck 100, with their thickness direction parallel to the width direction of the cargo truck 100. Furthermore, each pair of horizontal guide sections 401 is equipped with a horizontal guide lane (not shown) on which the first lower roller 304 and the second lower roller 305 run. The horizontal guide lane is formed on the surfaces of the pair of horizontal guide sections 401 facing each other.

[0027] The inclined guide section 402 is continuous with the rear end (the right end in Figure 2) of the horizontal guide section 401. The inclined guide section 402 is formed using a pair of plate-shaped members, and in a side view, it is inclined downwards as it moves away from the horizontal guide section 401. The pair of inclined guide sections 402 are arranged parallel to each other along the width direction of the cargo truck 100, with their thickness direction oriented parallel to the width direction of the cargo truck 100. Furthermore, each pair of inclined guide sections 402 is equipped with an inclined guide lane (not shown) on which the first lower roller 304 and the second lower roller 305 run. The inclined guide lane is formed on the surfaces of the pair of inclined guide sections 402 facing each other.

[0028] The guide roller 403 is cylindrical in shape and is positioned at the rear end of the horizontal guide section 401, and is rotatably mounted relative to the horizontal guide section 401. A portion of the guide roller 403 protrudes above the horizontal guide section 401. The axis of rotation of the guide roller 403 is oriented parallel to the width direction of the cargo truck 100. The retaining hook 404 is positioned at the front end of the horizontal guide section 401 (the left end in Figure 2) and protrudes upward from the horizontal guide section 401. Furthermore, the retaining hook 404 is shaped to be able to capture the lock pin (not shown) attached to the cargo bed 102.

[0029] <Posture change suppression mechanism> The posture change suppression mechanism will be explained with reference to Figures 2 and 3, and Figures 7 to 9. The cargo truck 100 is equipped with a rod unit 40 and a push unit 600 as thrust generating units. When the cargo bed 102 is in the retracted position, the rod unit 40 and the push unit 600 apply thrust toward the rear of the vehicle to the connecting portion 2a of the rear tailgate 2. The push unit 600 is a pressing force transmission member.

[0030] (Rod unit) As shown in Figure 7, the rod unit 40 comprises two push rods 41, two rod springs 42, a connecting member 43, a rear spring receiving plate 44, a bracket 45, a rod fixing member 48, a hook unit 49, and a locking plate 50. The push rod 41 is a cylindrical member that extends in the longitudinal direction of the vehicle. Furthermore, the two push rods 41 are arranged in the axial direction parallel to the vehicle width direction along the vehicle's longitudinal direction, and their rear ends are fixed by rod fixing members 48. The rod fixing members 48 fix the rear ends of the push rods 41 at a distance that allows for the accommodation of a hook unit 49 and a lock plate 50 in the center, and the lock plate 50 is housed in this space. The front side of the lock plate 50 engages with the hook unit 49 for fixing the rear tailgate 2 in the closed position. The upper surface of the lock plate 50 comes into contact with the tip of the hook unit 49 when the rear tailgate 2 changes position and when it is in the open position. Therefore, when the rear tailgate 2 changes position, a part of the hook unit 49 slides along the upper surface of the lock plate 50.

[0031] A connecting member 43 is fixed to the rear end of the push rod 41, and the connecting member 43 is connected to the connecting portion 2a of the rear tailgate 2 by a connecting shaft 5 so as to be able to swing around an axis along the vehicle width direction. A rear spring support plate 44 is fixed to the front of the vehicle, ahead of the hook unit 49. The rear spring support plate 44 is a plate-shaped member that is stretched and fixed across the left and right push rods 41, with its thickness aligned with the vehicle's longitudinal direction and its length in the vehicle's width direction, and the rear end of the rod spring 42 abuts against it. Although not shown in the diagram, the lock on the hook unit 49 is released when a worker or other personnel operates a lever located on the side of the cargo bed 102, allowing the push rod 41 to move and enabling a change in the posture of the rear tailgate 2. Furthermore, the operating device for releasing the lock on the hook unit 49 is not limited to a lever; for example, it could be a pedal. Alternatively, the operating device for releasing the lock on the hook unit 49 could include both a lever and a pedal.

[0032] One rod spring 42 is provided for each push rod 41, surrounding the push rod and positioned in front of the rear spring support plate 44. The rod spring 42 is formed to a length such that a portion of the push rod 41 protrudes from its front end on the vehicle. As shown in Figure 7, the connecting member 43 has a screw hole 46 formed in the vertical direction, at a position that overlaps with the opening / closing shaft 3 in the vertical direction when the rear panel 2 is in the closed position, with the female thread formed along the vertical direction.

[0033] The bracket 45 has a vertical portion on the front side of the vehicle. A support plate 45a is fixed to the vertical portion of the bracket 45 for supporting the push rod 41 by passing it through it. The support plate 45a has through holes (not shown) arranged in the vehicle width direction. Specifically, a through hole for a spacer 622 (described later) is formed in the central part in the vehicle width direction, and through holes for bushings that support the push rod 41 so that it can slide along the vehicle's longitudinal direction are formed on either side of the central part in the vehicle width direction. Therefore, the bushings are installed at the same interval as the distance between the push rods 41 connected by the rod fixing member 48.

[0034] (Push unit) As shown in Figures 8 and 9, the push unit 600 comprises a rectangular tubular rod body 610 and an end portion 620 fixed to the rear end of the vehicle of the rod body 610. Figure 8 shows the state when no thrust is generated, and Figure 9 shows the state when thrust is generated. In Figure 2, the shape of the push unit 600 is shown in a simplified form.

[0035] The rod body 610 is supported by a retaining bracket 611 so as to be movable in the front-rear direction of the vehicle, with its upper and lower surfaces oriented parallel to the vehicle width direction. In addition to the one shown in the illustration, the retaining bracket 611 is also provided on the front side of the vehicle, and holds the rod body 610 so that it can move along the front-rear direction of the vehicle.

[0036] The end portion 620 comprises a fixing plate portion 621, a spacer 622, and a front spring receiving plate 623. The fixing plate portion 621 is a plate-shaped member that is fixed to the rear end of the rod body portion 610.

[0037] The spacer 622 is an E-shaped rod with an open end on the outside in the vehicle width direction, its length direction facing the vehicle's front-to-rear direction, and its front end fixed to the fixing plate portion 621. The front spring support plate 623 is a plate-shaped member whose thickness direction is oriented in the vehicle's longitudinal direction and which is long in the vehicle's width direction. Through holes are formed along the vehicle's longitudinal direction, aligned in the vehicle's width direction. These through holes are larger in diameter than the outer diameter of the push rod 41 and are formed at equal intervals to the distance at which the left and right push rods 41 are fixed, allowing the push rod 41 to pass through.

[0038] The distance between the front spring support plate 623 and the rear spring support plate 44 is set to a value that compresses the rod spring 42 compared to the unloaded state when the rear tailgate 2 is in the closed position and the cargo bed 102 is in the retracted position. In other words, the rod spring 42 is more compressed when the cargo bed 102 is in the retracted position than when the cargo bed 102 is in the ground position. Here, the length over which the rod spring 42 is compressed is the length over which the restoring force generated by the compressed rod spring 42 presses the rod body 610 and the end portion 620 against the inclined frame 300. As described above, the push unit 600, the push rod 41, and the rod spring 42 interpose between the chassis frame 200 and the rear tailgate 2 when the cargo bed 102 is in the stowed position, thereby forming a posture maintenance mechanism that maintains the rear tailgate 2 in the closed position. Specifically, the push unit 600 pushes the rod spring 42, which generates a force in the direction that closes the rear tailgate 2, and the push rod 41 also plays a role in holding the rod spring 42, thus forming a posture maintenance mechanism.

[0039] <Motor vehicle operation control system> Referring to Figures 1 to 9, the configuration of the vehicle operation control device 1 will be explained using Figure 10. As shown in Figure 10, the cargo vehicle operation control device 1 includes a rear tailgate attitude determination unit 11, a cargo bed attitude control unit 12, and an alarm output unit 13.

[0040] The rear tailgate posture determination unit 11 is formed, for example, using a known proximity switch, and determines whether the posture of the rear tailgate 2 is in the closed position or not. The rear tailgate posture determination unit 11 also outputs an information signal including the determination result to the cargo bed posture control unit 12 and the alarm output unit 13. The proximity switch forming the rear tail-down attitude determination unit 11 is located, for example, in the rod unit 40 (for example, near the rear spring receiving plate 44).

[0041] The cargo bed posture control unit 12 controls the posture of the cargo bed 102 to either a grounded posture or a stowed posture, in response to a cargo bed posture change request that changes the posture of the cargo bed 102 and the determination result by the rear tailgate posture determination unit 11. The control of changing the posture of the cargo bed 102 is performed, for example, by outputting a control signal from the cargo bed posture control unit 12 to control the operation of the actuator (cargo bed lifting device).

[0042] The alarm output unit 13 can output an alarm in response to a request for a change in the cargo bed posture and the determination result from the rear tailgate posture determination unit 11. Specifically, the alarm output unit 13 outputs an alarm if the cargo bed posture change request is a request to change the posture of the cargo bed 102 to the retracted posture, and the rear tailgate posture determination unit 11 determines that the posture of the rear tailgate 2 is not the closed posture. In this case, the alarm output unit 13 outputs, for example, "an audio message indicating that it is impossible to move the cargo bed 102 forward" or "a buzzer sound" as an alarm. When the alarm output unit 13 outputs an alarm, for example, a known five-pole relay switches the output from the solenoid of the control valve of the cargo bed lifting device to the alarm output unit 13. Therefore, the operation of the five-pole relay is switched depending on whether or not there is an output from the proximity switch forming the rear tailgate posture determination unit 11.

[0043] <Operation / effect> Referring to Figures 1 to 10, the operation and function of the cargo vehicle operation control device 1 and the cargo vehicle 100 equipped with the cargo vehicle operation control device 1 will be explained.

[0044] When using the cargo truck 100, that is, when loading cargo (vehicles to be transported, etc.) onto the cargo bed 102, first, with the rear tailgate 2 in the closed position and the cargo bed 102 in the retracted position, the operator or other person outputs a request to change the position of the cargo bed 102 to the ground position as a cargo bed posture change request. This activates the cargo bed lifting device. The cargo bed posture change request is output, for example, from a controller operated by the operator or other person. Subsequently, the loading platform 102 (rear roller 102b) is brought to the ground, and the loading platform 102 is set to the ground position. Furthermore, while the rear tailgate 2 is in the closed position, the position of the rear tailgate 2 is changed manually by an operator or the like to set the rear tailgate 2 to the open position.

[0045] Then, after loading cargo onto the cargo bed 102, workers or other personnel manually change the position of the rear tailgate 2 to the closed position. Subsequently, a request for a change in the cargo bed posture is output, requesting that the posture of the cargo bed 102 be changed to the retracted posture. This activates the cargo bed lifting device, which moves the inclined frame 300 forward together with the cargo bed 102. Then, with the cargo bed 102 in the retracted posture, the cargo bed lifting device is stopped.

[0046] At this time, the cargo bed posture control unit 12 performs control to change the posture of the cargo bed 102 to the retracted posture only if the cargo bed posture change request is a request to change the posture of the cargo bed 102 to the retracted posture, and the rear tailgate posture determination unit 11 determines that the posture of the rear tailgate 2 is the closed posture. This reduces the possibility of parts being damaged.

[0047] In other words, if the cargo bed posture control unit 12 determines that the cargo bed posture change request is a request to change the posture of the cargo bed 102 to the retracted posture, and the rear tailgate posture determination unit 11 determines that the posture of the rear tailgate 2 is not the closed posture, it performs control to prohibit the control to change the posture of the cargo bed 102. Therefore, for example, it becomes possible to prevent the cargo bed 102 from moving forward to the storage position when the rear tailgate 2 is open.

[0048] Furthermore, the alarm output unit 13 outputs an alarm if the cargo bed posture change request is a request to change the posture of the cargo bed 102 to the retracted posture, and the rear tailgate posture determination unit 11 determines that the posture of the rear tailgate 2 is not the closed posture. Therefore, for example, even if a request is issued to move the cargo bed 102 forward to the storage position while the rear tailgate 2 is open, a warning will be issued to the worker. This makes it easier for the worker to realize why it is impossible to move the cargo bed 102 forward.

[0049] <Effects and Effects of the Embodiment> The vehicle operation control device 1 of this embodiment can achieve the following functions and effects. (1) The vehicle includes a rear tailgate posture determination unit 11 that determines whether the rear tailgate 2 is in a closed position or not. In addition, it includes a cargo bed posture change request that changes the posture of the cargo bed 102, and a cargo bed posture control unit 12 that controls the posture of the cargo bed 102 to a grounded position or a retracted position according to the determination result by the rear tailgate posture determination unit 11. Furthermore, the cargo bed posture control unit 12 controls the posture of the cargo bed 102 to a retracted position only if the cargo bed posture change request is a request to change the posture of the cargo bed 102 to a retracted position, and the rear tailgate posture determination unit 11 determines that the rear tailgate 2 is in a closed position. As a result, it becomes possible to provide a vehicle operation control device 1 that can reduce the possibility of injury to workers and other personnel, as well as the possibility of damage to parts.

[0050] (2) The vehicle is equipped with a posture maintenance mechanism (push unit 600, push rod 41, rod spring 42) that interposes between the chassis frame 200 and the rear tailgate 2 when the cargo bed 102 is in the stowed position, thereby maintaining the rear tailgate 2 in the closed position. In addition, the rear tailgate 2 can be manually changed between the closed and open positions. As a result, it becomes possible to reduce the possibility of damage to the components forming the attitude maintenance mechanism (push unit 600, push rod 41, rod spring 42, etc.) and the rear tailgate 2.

[0051] (3) The vehicle is equipped with an alarm output unit 13 that can output an alarm in response to a request for a change in the cargo bed posture and the determination result by the rear tailgate posture determination unit 11. The alarm output unit 13 also outputs an alarm if the request for a change in the cargo bed posture is a request to change the posture of the cargo bed 102 to the retracted posture, and the rear tailgate posture determination unit 11 determines that the posture of the rear tailgate 2 is not the closed posture. As a result, by issuing a warning to workers, it becomes possible to communicate to them why it is impossible to move the loading platform 102 forward.

[0052] The cargo vehicle 100 of this embodiment can achieve the following functions and effects. (4) Equipped with a vehicle operation control device 1 for cargo vehicles. As a result, it becomes possible to provide a cargo vehicle 100 that can reduce the possibility of injury to workers and other personnel, as well as the possibility of damage to parts. <Variation> (1) In this embodiment, the posture maintenance mechanism is configured with a push unit 600, a push rod 41, and a rod spring 42, but it is not limited to this configuration. That is, for example, if the rod spring 42 can be biased when changing the posture of the cargo bed 102 to the stowed posture, the posture maintenance mechanism does not have to be limited to a configuration that includes a push unit 600. Specifically, the push unit 600 is mounted on the underside of the cargo bed 102 so as to be slidable in the longitudinal direction relative to the cargo bed 102. From a different perspective, it is mounted so as to be slidable in the longitudinal direction relative to the chassis frame 200, and when the posture of the cargo bed 102 is changed to the stowed posture, it comes into contact with the rear end of the inclined frame 300 and slides toward the rear of the vehicle, biasing the rod spring 42. However, the configuration of the posture maintenance mechanism does not have to be limited to a configuration that includes a push unit 600, for example, if it is equipped with a member attached to the inclined frame 300 that biases the rod spring 42 when the cargo bed 102 is in a retracted position. [Explanation of symbols]

[0053] 1...Motor vehicle operation control device, 2...Rear tailgate, 2a...Connecting part, 2b...Rear view, 2c...Opening / closing shaft bracket, 3...Opening / closing shaft, 5...Connecting shaft, 11...Rear tailgate attitude determination unit, 12...Cargo bed attitude control unit, 13...Warning output unit, 40...Rod unit, 41...Push rod, 43...Connecting member, 100...Cargo vehicle, 102...Cargo bed, 200...Chassis frame, 300...Inclined frame, 400...Guide frame, 600...Push unit

Claims

1. A cargo vehicle operation control device for a cargo vehicle, which is mounted on a cargo vehicle and controls the operation of the cargo bed, comprising: a cargo bed capable of changing the orientation of the vehicle body relative to the chassis frame between a stowed position, where the vehicle body is positioned on the chassis frame, and a grounded position, where the vehicle body is positioned on the ground; and a rear tailgate provided at the rear of the cargo bed, capable of changing its orientation relative to the cargo bed between a closed position, where it is upright, and an open position, where its upper end faces the rear of the vehicle body and it is positioned horizontally, wherein the operation control device for a cargo vehicle controls the operation of the cargo bed, A rear-flaring posture determination unit that determines whether the aforementioned rear-flaring posture is the aforementioned closed posture, The system includes a cargo bed posture control unit that controls the cargo bed to change its posture to the grounded posture or the stowed posture in accordance with a cargo bed posture change request that changes the posture of the cargo bed and the determination result from the rear tailgate posture determination unit. The cargo bed posture control unit controls the cargo bed posture to change to the retracted posture only when the cargo bed posture change request is a request to change the posture of the cargo bed to the retracted posture, and the rear tailgate posture determination unit determines that the posture of the rear tailgate is the closed posture.

2. The vehicle further comprises a posture maintenance mechanism that interposes between the chassis frame and the rear tailgate when the cargo bed is in the stowed position, thereby maintaining the rear tailgate in the closed position. The aforementioned rear tailgate is a control device for a cargo vehicle according to claim 1, wherein the tailgate's position is changed between the closed position and the open position by human power.

3. The system further includes a warning output unit capable of outputting a warning in response to the aforementioned request for a change in the cargo bed posture and the determination result by the rear tailgate posture determination unit. The alarm output unit outputs the alarm when the cargo bed posture change request is a request to change the posture of the cargo bed to the stowed posture, and the rear tailgate posture determination unit determines that the posture of the rear tailgate is not the closed posture.

4. A cargo vehicle equipped with a cargo vehicle operation control device as described in any one of claims 1 to 3.

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