Motion control device for cargo vehicles, cargo vehicles

Abstract

To provide a vehicle control system and a vehicle capable of improving convenience for cargo vehicles. [Solution] A cargo vehicle operation control device 1 equipped in a cargo vehicle includes a cargo bed locking mechanism 12 that can fix the cargo bed to the chassis frame in a retracted position, a cargo bed lock determination unit 13 that determines whether or not the cargo bed is fixed to the chassis frame by the cargo bed locking mechanism 12, and a cargo bed position control unit 14 that controls the cargo bed to move forward if the cargo bed position change request that changes the posture of the cargo bed is a request to move the cargo bed backward and the cargo bed lock determination unit 13 determines that the cargo bed is fixed to the chassis frame, and controls the cargo bed to move the cargo bed backward if the cargo bed lock determination unit 13 determines that the cargo bed is not fixed to the chassis frame while the control to move the cargo bed forward is being performed.

Description

Technical Field

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

Background Art

[0002] There is, for example, a truck disclosed in Patent Document 1 that is capable of changing the posture of a loading platform between a storage posture in which the loading platform is disposed on a chassis frame and a grounding posture in which the loading platform is disposed on the ground, and the truck has a rear spoiler at the rear of the loading platform.

[0003] The truck having the configuration disclosed in Patent Document 1 includes a guide frame that can be displaced relative to the loading platform and an inclined frame that can be displaced relative to the guide frame and the loading platform. Further, the posture of the loading platform is changed by the expansion and contraction of hydraulic cylinders provided on the guide frame and the inclined frame.

[0004] Since the truck having the configuration disclosed in Patent Document 1 changes the posture of the loading platform by the expansion and contraction of hydraulic cylinders, a loading platform lock mechanism may be provided to prevent an unintended backward movement of the loading platform due to an internal leak or the like occurring in the hydraulic circuit during traveling. The loading platform lock mechanism locks the loading platform to the guide frame using a hook, and the reliability is improved by making the shape of the hook difficult to come off (see reference numeral 404 in FIG. 2 of Patent Document 1).

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, in configurations equipped with a cargo bed locking mechanism, internal leaks in the hydraulic circuit or temperature changes in the hydraulic fluid inside the cylinder may cause the cargo bed to retract during transit, making it difficult to release the hook. This results in workers having to perform an unnecessary step of releasing the hook by moving the cargo bed forward before continuing to work with the cargo truck, which reduces convenience.

[0007] In view of the above-mentioned problems, the present invention aims to provide a vehicle operation control device and a vehicle that can improve convenience. [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 controls the operation of the cargo bed according to the state of the cargo bed. The cargo bed can change the orientation of the vehicle body relative to the chassis frame between a stowed orientation, which is the orientation on the chassis frame, and a grounded orientation, which is the orientation on the ground. The cargo vehicle operation control device also includes a cargo bed locking mechanism, a cargo bed lock determination unit, and a cargo bed position control unit. The cargo bed locking mechanism can fix the cargo bed to the chassis frame in the stowed orientation. The cargo bed lock determination unit determines whether or not the cargo bed is fixed to the chassis frame by the cargo bed locking mechanism. The cargo bed position control unit controls the position of the cargo bed relative to the chassis frame according to a cargo bed position change request that changes the orientation of the cargo bed and the determination result by the cargo bed lock determination unit. Furthermore, if the cargo bed position change request is a request to move the cargo bed backward and the cargo bed lock determination unit determines that the cargo bed is fixed to the chassis frame, the cargo bed position control unit will perform control to move the cargo bed forward. If the cargo bed lock determination unit determines that the cargo bed is not fixed to the chassis frame while the cargo bed is being moved forward, the cargo bed position control unit will perform control to move the cargo bed backward.

[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 and a vehicle that can improve convenience. [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 is a block diagram showing the configuration of a control system for a commercial vehicle. [Figure 5] This is a diagram showing the configuration of the cargo bed locking mechanism. [Figure 6] This is a diagram showing the configuration of the cargo bed locking mechanism. [Figure 7] This diagram shows the configuration of the cargo bed lock detection unit. [Figure 8] This diagram shows the configuration of the cargo bed lock detection unit. [Figure 9] This diagram shows the configuration of the cargo bed lock detection unit. [Figure 10] This diagram shows the operation of a cargo vehicle equipped with a vehicle operation control device. [Figure 11] This diagram shows the operation of a cargo vehicle equipped with a vehicle operation control device. [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. In addition, 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 materials, shapes, structures, arrangements, etc. of the components in 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 vehicle loading equipment, and includes a loading platform 102, a chassis frame 200, an inclined frame 300, and a guide frame 400. 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 stored posture, which is the posture of the truck 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 truck 100 will be described as being in the stored 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. In FIG. 3, the push rod 41 included in the rod unit 40 is illustrated. Also, in FIG. 3, the rod main body portion 610 included in the push unit 600 is illustrated.

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

[0017] [[ID=二十一]] [[ID=二十二]]<Rear flap>[[ID=二十三]] [[ID=二十四]]Referring to FIGS. 1 to 3, the structure of the rear flap 2 will be described. [[ID=二十五]] [[ID=二十六]]The rear flap 2 is a plate that also serves as a slope when loading goods onto the loading platform 102, and by swinging it with respect to the loading platform 102, it is possible to change the posture with respect to the loading platform 102 between a closed posture and an open posture. [[ID=二十七]]

[0018] The closed position is, as shown in Figure 3(a), when the rear tailgate 2 is standing perpendicular to the floor plate 106. 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 lying on its side. Specifically, it is in a position that is approximately parallel to the floor plate 106.

[0019] <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.

[0020] 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.

[0021] 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.

[0022] <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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] <Motor vehicle operation control system> The configuration of the vehicle operation control device 1 will be explained using Figures 4 to 9, with reference to Figures 1 to 3. As shown in Figure 4, the cargo vehicle operation control device 1 comprises a PTO detection unit 11, a cargo bed locking mechanism 12, a cargo bed lock determination unit 13, and a cargo bed position control unit 14.

[0027] The PTO detection unit 11 detects whether the power takeoff of the cargo truck 100 is ON or OFF. The PTO detection unit 11 also outputs an information signal, including the detected result, to the cargo bed locking mechanism 12.

[0028] The cargo bed locking mechanism 12 can fix the cargo bed 102 to the chassis frame 200 in the stowed position. Specifically, the cargo bed locking mechanism 12 comprises a cargo bed locking cylinder 12a and a stopper 12b, as shown in Figures 5 and 6.

[0029] The cargo bed lock cylinder 12a is formed, for example, using a hydraulic cylinder, and is driven in response to a command signal output by an operator using a controller, displacing the retaining hook 404. Figure 5 shows the state in which the retaining hook 404, displaced by the retracted cargo bed lock cylinder 12a, is gripping the lock pin attached to the cargo bed 102 (locked state). Figure 6 shows the state in which the retaining hook 404, displaced by the extended cargo bed lock cylinder 12a, is separated from the lock pin attached to the cargo bed 102, and the cargo bed 102 is released from being fixed to the chassis frame 200 by the cargo bed lock mechanism 12 (released state). Furthermore, Figures 5 and 6 illustrate the hook connection portion 404a and the cylinder receiving portion 404b. The hook connection portion 404a is formed in a cylindrical shape and connects two retaining hooks 404 arranged in the vehicle width direction. Furthermore, the center point of the hook connection portion 404a (the central axis of the cylinder) as viewed from the vehicle width direction forms the pivot point when the retaining hooks 404 rotate. Furthermore, since the hook connection portion 404a is positioned across the width of the vehicle, it does not interfere with the operation of the retaining hook 404. In addition, it does not interfere with the movement of the loading platform 102 (see Figure 10, described later). That is, for example, in a configuration where the hook connection part 404a is installed in the middle of the guide frame 400, the loading platform 102 and the hook connection part 404a would interfere with each other. In order for the loading platform 102 and the hook connection part 404a to not interfere with each other, it would be necessary to shave off the lower part of the loading platform 102 in order to ensure enough room for the loading platform 102 to move. In contrast, with the configuration of this embodiment, it is not necessary to shave off the lower part of the loading platform 102, and it is possible to avoid interference between the loading platform 102 and the hook connection part 404a. Therefore, the hook connection portion 404a is installed on the front side (vehicle front side) of the cylinder receiving portion 404b. However, the positional relationship between the hook connection portion 404a and the cylinder receiving portion 404b is not limited to this, and the cylinder receiving portion 404b may be installed on the front side (vehicle front side) of the hook connection portion 404a. The cylinder receiving portion 404b is formed in a plate shape and is positioned to receive the cargo bed lock cylinder 12a when the cargo bed lock cylinder 12a is extended, as shown in Figure 6. In addition, the cylinder receiving portion 404b is positioned to contact the stopper 12b when the cargo bed lock cylinder 12a is extended, as shown in Figure 6. Furthermore, as will be described later, the cylinder receiving portion 404b forms the location detected by the sensor (lock state detection unit 13a) when the cargo bed lock determination unit 13 determines whether or not the cargo bed 102 is fixed to the chassis frame 200 by the cargo bed lock mechanism 12.

[0030] As shown in Figure 6, the stopper 12b is positioned where the extended cargo bed lock cylinder 12a makes contact in the released state, and functions as a positioning member for the cargo bed lock cylinder 12a in the released state. Furthermore, in response to the information signal input from the PTO detection unit 11, when the power takeoff of the cargo vehicle 100 is turned ON, the cargo bed locking mechanism 12 drives the cargo bed locking cylinder 12a to release the lock on the cargo bed 102 (see Figure 6).

[0031] The cargo bed lock determination unit 13 determines whether the cargo bed 102 is fixed to the chassis frame 200 by the cargo bed lock mechanism 12. The cargo bed lock determination unit 13 also outputs an information signal, including the determination result, to the cargo bed position control unit 14. Specifically, the cargo bed lock determination unit 13 includes a lock state detection unit 13a, as shown in Figures 7 to 9. Note that the cargo bed lock determination unit 13 is omitted from Figures 5 and 6 for clarity.

[0032] The lock state detection unit 13a is formed using a known proximity switch 13b, for example, as shown in Figures 7 to 9. The lock state detection unit 13a also determines whether the cargo bed 102 is fixed to the chassis frame 200 by the cargo bed lock mechanism 12 by detecting the position of the retaining hook 404. Figure 8 shows the state in which the lock state detection unit 13a has not detected the position of the retaining hook 404, indicating that the cargo bed 102 is fixed to the chassis frame 200 by the cargo bed lock mechanism 12 (lock detection state). Figure 9 shows the state in which the lock state detection unit 13a has detected the position of the retaining hook 404, indicating that the fixing of the cargo bed 102 to the chassis frame 200 by the cargo bed lock mechanism 12 has been released (release detection state).

[0033] The cargo bed position control unit 14 controls the position of the cargo bed 102 relative to the chassis frame 200 (forward or backward) in response to a cargo bed posture change request that changes the posture of the cargo bed 102 and the determination result by the cargo bed lock determination unit 13. The control of changing the position of the cargo bed 102 relative to the chassis frame 200 is performed, for example, by outputting a control signal from the cargo bed position control unit 14 that controls the operation of the actuator (cargo bed lifting device). Furthermore, if the cargo bed position control unit 14 determines that the cargo bed attitude change request is a request to move the cargo bed 102 backward and that the cargo bed lock determination unit 13 determines that the cargo bed 102 is fixed to the chassis frame 200, it performs control to move the cargo bed 102 forward. Moreover, if the cargo bed position control unit 14 determines that the cargo bed lock determination unit 13 is not fixed to the chassis frame 200 while the cargo bed position control unit 14 is performing control to move the cargo bed 102 backward. The switching between moving the cargo bed 102 forward and moving it backward is performed, for example, by switching the output to the solenoid of the control valve of the cargo bed lifting device using a known five-pole relay. Therefore, the operation of the five-pole relay is switched depending on whether or not there is an output from the proximity switch 13b.

[0034] <Operation / effect> Referring to Figures 1 to 9, and using Figures 10 and 11, 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.

[0035] 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 cargo bed's position, which is a request to move the cargo bed 102 backward. This activates the cargo bed lifting device. The request to change the cargo bed's position is output, for example, from a controller operated by the operator or other person.

[0036] At this time, if the cargo bed position control unit 14 determines that the cargo bed posture change request is a request to move the cargo bed 102 backward, and the cargo bed lock determination unit 13 determines that the cargo bed 102 is fixed to the chassis frame 200, it performs control to move the cargo bed 102 forward. In other words, as shown in Figure 10, when the tip of the retaining hook 404 is caught on the lock pin 110 attached to the cargo bed 102, and it is impossible to release the cargo bed 102, the cargo bed position control unit 14 controls the cargo bed 102 to move forward.

[0037] Then, by controlling the forward movement of the cargo bed 102, as shown in Figure 11, the lock pin 110 separates from the tip of the retaining hook 404, and when the retaining hook 404 becomes displaceable upward, the cargo bed lock cylinder 12a is displaced. As a result, the displaced retaining hook 404 separates from the lock pin 110, and the cargo bed 102 is released from being fixed to the chassis frame 200 by the cargo bed lock mechanism 12 (see Figure 6). Therefore, even when the cargo bed 102 is fixed to the chassis frame 200 in a stowed position, it is possible to release the cargo bed 102 from the chassis frame 200 by the cargo bed locking mechanism 12 without requiring personnel such as workers to perform an operation to move the cargo bed 102 forward.

[0038] Furthermore, if the cargo bed position control unit 14 determines that the cargo bed 102 is not fixed to the chassis frame 200 while it is performing control to move the cargo bed 102 forward, the cargo bed lock determination unit 13 performs control to move the cargo bed 102 backward. Subsequently, the loading platform 102 is moved further back, and the loading platform 102 (rear roller 102b) is brought to the ground, setting the loading platform 102 to a grounded position. Furthermore, the position of the rear tailgate 2 is changed from closed to open, for example, by human power.

[0039] Then, after loading cargo onto the cargo bed 102, the position of the rear tailgate 2 is changed from the open position to the closed position, for example, by human power. Subsequently, a request is output to change the attitude of the cargo bed, specifically to move the cargo bed 102 forward. This activates the cargo bed lifting device, which moves the inclined frame 300 forward along with the cargo bed 102. Then, with the cargo bed 102 in the stowed position, the cargo bed lifting device is stopped.

[0040] <Effects and Effects of the Embodiment> The vehicle operation control device 1 of this embodiment can achieve the following functions and effects. (1) The system includes a cargo bed locking mechanism 12 that can fix the cargo bed 102 to the chassis frame 200 in a stowed position, and a cargo bed lock determination unit 13 that determines whether or not the cargo bed 102 is fixed to the chassis frame 200 by the cargo bed locking mechanism 12. In addition, it includes a cargo bed position control unit 14 that controls the position of the cargo bed 102 relative to the chassis frame 200 according to a cargo bed position change request that changes the posture of the cargo bed 102 and the determination result by the cargo bed lock determination unit 13. The cargo bed position control unit 14 controls the cargo bed 102 to move forward if the cargo bed position change request is a request to move the cargo bed 102 backward and the cargo bed lock determination unit 13 determines that the cargo bed 102 is fixed to the chassis frame 200. Furthermore, if the cargo bed lock determination unit 13 determines that the cargo bed 102 is not fixed to the chassis frame 200 while the cargo bed position control unit 14 is controlling the cargo bed 102 to move backward, it controls the cargo bed 102 to move backward.

[0041] Therefore, even when the cargo bed 102 is fixed to the chassis frame 200 in a stowed position, workers and other personnel can perform their intended work without having to move the cargo bed 102 forward. As a result, it becomes possible to provide a vehicle operation control device 1 that can improve convenience.

[0042] (2) When the power takeoff of the cargo truck 100 is turned ON, the cargo bed locking mechanism 12 releases the locking of the cargo bed 102. As a result, since the cargo bed 102 can be released once it is confirmed that the cargo truck 100 will not be driven, safety and work efficiency can be improved. Furthermore, when the power takeoff of the cargo truck 100 is ON, it means that work is being performed using the cargo truck 100, and the cargo bed 102 is locked only when the retaining hook 404 is hooked onto the lock pin 110 during work. Therefore, forward movement that occurs when the cargo bed 102 is reversed, i.e., unintended movement by the worker, etc., only occurs when the cargo bed 102 is locked. Therefore, if the cargo bed locking mechanism 12 is configured to release the cargo bed 102 when the power take-off of the cargo vehicle 100 is turned ON, it will be possible to prevent malfunctions and suppress the occurrence of unintended actions by workers, etc.

[0043] The cargo vehicle 100 of this embodiment can achieve the following functions and effects. (3) 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 improve convenience. <Variation> (1) In this embodiment, the PTO detection unit 11 detects whether the power takeoff is ON or OFF, and the cargo bed lock mechanism 12 releases the lock on the cargo bed 102 when the power takeoff is ON, in response to the information signal input from the PTO detection unit 11. However, the system is not limited to this configuration. That is, for example, the system may be configured without a PTO detection unit 11, where when the power takeoff is ON, the pump of the cargo bed lifting device rotates to generate pressure, the cargo bed lock cylinder 12a extends, and the lock on the cargo bed 102 is released. [Explanation of symbols]

[0044] 1...Motor vehicle operation control device, 2...Tailgate, 11...PTO detection unit, 12...Cargo bed lock mechanism, 12a...Cargo bed lock cylinder, 12b...Stopper, 13...Cargo bed lock determination unit, 13a...Lock state detection unit, 13b...Proximity switch, 14...Cargo bed position control unit, 100...Cargo vehicle, 102...Cargo bed, 110...Lock pin, 200...Chassis frame, 300...Inclined frame, 400...Guide frame

Claims

1. A cargo vehicle operation control device for a cargo vehicle, which is mounted on a cargo bed that can change 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 controls the operation of the cargo bed according to the state of the cargo bed, A cargo bed locking mechanism that can fix the cargo bed to the chassis frame in the aforementioned stowed position, A cargo bed lock determination unit that determines whether or not the cargo bed is fixed to the chassis frame by the cargo bed lock mechanism, The system includes a cargo bed position control unit that controls the position of the cargo bed relative to the chassis frame in accordance with a cargo bed position change request that changes the posture of the cargo bed and the determination result by the cargo bed lock determination unit. The cargo bed position control unit controls the cargo bed to move forward if the cargo bed position change request is a request to move the cargo bed backward and the cargo bed lock determination unit determines that the cargo bed is fixed to the chassis frame, and controls the cargo bed to move backward if the cargo bed lock determination unit determines that the cargo bed is not fixed to the chassis frame while the cargo bed is being controlled to move forward.

2. The cargo bed locking mechanism releases the cargo bed when the power takeoff of the cargo vehicle is turned ON, as described in claim 1, for operation control device for a cargo vehicle.

3. A cargo vehicle equipped with the cargo vehicle operation control device described in claim 1 or claim 2.

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