Entrapment prevention device and heavy machinery vehicle

Abstract

To provide an entanglement prevention device that solves at least one of the problems of the prior art. [Solution] An anti-entanglement device that is attached so as to extend rearward of a heavy equipment vehicle, comprising: a first panel member that is fixed to the body of the heavy equipment vehicle with its main surface facing rearward; a second panel member that is connected to the lower end of the first panel member in a direction extending rearward from the lower end thereof via a pivot shaft provided at the lower end of the first panel member; and a variable-length stopper that is arranged to connect the first panel member and the second panel member and that limits the rotation angle of the second panel member relative to the first panel member by changing its length.

Description

[Technical Field]

[0001] The present disclosure relates to an anti-entanglement device and a heavy equipment vehicle. [Background technology]

[0002] Road rollers, typified by tire rollers, are construction machines used to uniformly compact asphalt and roadbeds during paving work. Due to their characteristics, visibility behind the rear wheels is obstructed from the driver's seat, making ensuring safety during work an issue. In particular, when workers or third parties approach the rear of the vehicle, there is a risk of them being caught in an accident when the vehicle reverses. For this reason, a safety device has been proposed as prior art that installs a protective net behind the vehicle and stops the vehicle when it detects an impact (for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-75222 Summary of the Invention [Problem to be solved by the invention]

[0004] However, conventional safety devices have the following issues. First, their structure is complex, making installation and deployment cumbersome. Especially at worksites, the effort required to store and deploy safety devices impacts work efficiency, so a simpler mechanism is needed. Second, because the tips of the safety nets can only be extended to a maximum of 90 degrees when deployed, they cannot be tightly fitted to the road surface, resulting in gaps between the road surface and the net. This gap poses the risk of a person falling through the net and becoming entangled in the vehicle's wheels. Furthermore, the safety nets are soft and can deform during sudden vehicle acceleration, preventing them from functioning properly. Furthermore, the road surfaces on which tire rollers travel vary from flat, paved roads to gravel and unpaved roadbeds, making it necessary to adjust the installation height of the safety devices accordingly. For example, on paved roads, the safety devices should be positioned as close to the ground as possible. However, on gravel or unpaved roads, a certain clearance must be established between the safety devices and the ground to account for the unevenness of the road surface. However, in conventional techniques, a complex mechanism is required to perform this height adjustment, which is a practical burden. The present disclosure solves at least one of the problems of the above-described conventional techniques. [Means for solving the problem]

[0005] The entrapment prevention device disclosed herein is an entrapment prevention device that is attached so as to extend rearward of a heavy equipment vehicle, and includes: a first panel member that is fixed to the body of the heavy equipment vehicle with its main surface facing rearward; a second panel member that is connected in a direction extending rearward from the lower end of the first panel member via a pivot axis provided at the lower end of the first panel member; and a variable-length stopper that is arranged to connect the first panel member and the second panel member and that limits the rotation angle of the second panel member relative to the first panel member by changing its length. [Effects of the Invention]

[0006] According to the present disclosure, at least one of the problems of the conventional technology can be solved. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a perspective view showing an example of a heavy vehicle equipped with an entanglement prevention device of the present disclosure. [Figure 2] FIG. [Figure 3] FIG. 1 is a rear view of a heavy equipment vehicle. [Figure 4] FIG. 10 is a perspective view illustrating a state in which the second panel member is rotated rearward and unfolded. [Figure 5] FIG. 5 is a side view of FIG. [Figure 6] 1 is a partially enlarged view of a mounting portion of a mounting structure for an anti-entanglement device to a heavy vehicle 100. FIG. [Figure 7] This is a side view of a state in which the effective length of the chain is increased and the rotation angle is increased. [Figure 8] FIG. 10 is a side view showing a modified example of the entanglement prevention device. DETAILED DESCRIPTION OF THE INVENTION

[0008] The first anti-entanglement device of the present disclosure is an anti-entanglement device that is attached so as to extend rearward of a heavy equipment vehicle, and includes: a first panel member that is fixed to the body of the heavy equipment vehicle with its main surface facing rearward; a second panel member that is connected in a direction extending rearward from the lower end of the first panel member via a pivot axis provided at the lower end of the first panel member; and a variable-length stopper that is arranged to connect the first panel member and the second panel member and that limits the rotation angle of the second panel member relative to the first panel member by changing its length.

[0009] According to the first anti-entanglement device, the first panel member and the second panel member are arranged to extend rearward from the heavy equipment vehicle, thereby forming a physical barrier to prevent contact with people approaching from behind. Furthermore, the second panel member is rotatably connected to the first panel member, and the rotation angle can be limited by an adjustable-length stopper. This allows operation at an appropriate rotation angle depending on road conditions. In other words, the height of the lower end of the second panel member can be changed depending on the unevenness of the road surface or the presence of obstacles, preventing people approaching through gaps with the road surface from getting caught in the device. The rotation angle can be easily adjusted by changing the length of the adjustable-length stopper, providing a high degree of flexibility and allowing for easy optimal settings depending on different work environments and heavy equipment vehicle conditions. As a result, work safety can be improved and the versatility of the heavy equipment vehicle can be enhanced.

[0010] The second entanglement prevention device of the present disclosure is an entanglement prevention device in which, in the first entanglement prevention device, the first panel member and the second panel member are provided with a frame body and a mesh member arranged within the frame body.

[0011] According to the second entanglement prevention device, the first and second panel members each include a frame body and a metal mesh member, thereby ensuring sufficient strength while achieving weight reduction. This allows the overall weight of the device to be reduced while maintaining the necessary rigidity compared to conventional panels with a single-piece structure. Furthermore, the mesh structure reduces the effects of wind pressure, improving stability in strong winds and preventing the panels from swaying unnecessarily or experiencing resistance. Furthermore, the use of mesh members maintains entanglement prevention effectiveness while ensuring visibility, making it easier for workers and nearby personnel to check the situation behind the device, contributing to improved safety.

[0012] A third entanglement prevention device of the present disclosure is an entanglement prevention device in which, in the first entanglement prevention device, the variable-length stopper comprises a flexible linear member and a length adjustment mechanism, and at least one end of the linear member is connected to the first panel member or the second panel member via the length adjustment mechanism.

[0013] According to the third entanglement prevention device, by using a flexible linear member as the variable-length stopper, it is possible to moderately limit the rotation of the second panel member while maintaining a certain degree of flexibility. This prevents the second panel member from rotating upward (toward the first panel member) when subjected to impact or vibration, preventing excessive load, thereby reducing damage to the approaching person and the entanglement prevention device. In addition, because the length of the linear member can be changed using an adjustment mechanism, it is possible to precisely set the rotation range of the second panel member depending on the work environment and the specifications of the heavy equipment vehicle.

[0014] A fourth entanglement prevention device of the present disclosure is an entanglement prevention device in which, in the third entanglement prevention device, the variable length stopper has multiple fixed positions in the longitudinal direction for connecting the length adjustment mechanism, and the length is changed by changing the fixed positions.

[0015] According to the fourth anti-entanglement device, the length adjustment mechanism of the variable-length stopper has multiple fixed positions in the longitudinal direction, allowing for free adjustment of the rotation angle and easily changing the height of the second panel member from the road surface depending on the road conditions. While a narrow gap between the second panel member and the road surface is important to prevent an approaching person who has fallen onto the road surface from being caught in the gap, road conditions, such as unevenness, can cause contact between the second panel member and the road surface. By freely adjusting this gap using the variable-length stopper, optimal settings for each site can be quickly achieved. Furthermore, by providing multiple fixed positions for the length adjustment mechanism, adjustments can be easily performed without replacing parts or using tools, improving maintainability and work efficiency.

[0016] A fifth entanglement prevention device is the first entanglement prevention device, wherein the variable-length stopper is configured to be able to adjust the length using a screw mechanism.

[0017] According to the fifth anti-entanglement device, the use of a screw mechanism in the variable-length stopper allows for fine adjustment of the stopper's length, enabling precise control of the rotation range of the second panel member. The screw mechanism is firmly fixed by tightening with a constant torque, firmly maintaining the rotation angle of the second panel member and preventing deviation due to external vibration or impact. This ensures that the set rotation angle is stably maintained, ensuring appropriate anti-entanglement effects according to the work environment. Furthermore, the use of a screw mechanism allows the stopper's length to be easily adjusted using a tool, reducing the burden of adjustment work at the work site and contributing to improved maintainability.

[0018] The sixth entrapment prevention device is an entrapment prevention device that is configured in the first entrapment prevention device such that the height between the lower end of the second panel member and the road surface can be adjusted by limiting the rotation angle using the variable-length stopper.

[0019] According to the sixth anti-entanglement device, the height between the lower end of the second panel member and the road surface can be adjusted by limiting the rotation angle of the second panel member with the variable-length stopper. This allows the position of the second panel member to be optimized according to the work environment and road surface conditions, thereby improving the anti-entanglement effect. In particular, by setting the height appropriate for the unevenness and slope of the road surface, it is possible to prevent gaps with the road surface while preventing excessive contact of the second panel member with the road surface, thereby improving safety. Furthermore, because the height can be adjusted, it can be flexibly adapted to different vehicles and work conditions, improving the versatility of the device.

[0020] The seventh entanglement prevention device is the first entanglement prevention device, wherein the first panel member has a ring-shaped mounting portion through which a rod-shaped fixing member can be inserted in a direction along the main surface.

[0021] According to the seventh entanglement prevention device, a ring-shaped mounting portion is provided at the upper end of the first panel member for fixing. A ring-shaped member used for towing, etc., is often provided at the rear end of a heavy vehicle. Installation can be easily and securely performed by simply inserting a rod-shaped fixing member into the mounting portion and ring-shaped member. This eliminates the need for complex fixing work using tools and allows for quick installation and removal, improving work efficiency. Because the structure utilizes the ring-shaped member provided at the rear end of the heavy vehicle, the device can be installed without any special modifications to the vehicle, making it highly versatile. This makes it applicable to a variety of heavy vehicles and allows for flexible response to the needs of the work site.

[0022] The eighth entrapment prevention device is the seventh entrapment prevention device, wherein the first panel member has a plurality of arms extending to the heavy equipment vehicle, and the first panel member, which is rotatably attached by the mounting portion, is fixed to the heavy equipment vehicle by the arms.

[0023] According to the eighth anti-entanglement device, the first panel member has multiple arms extending from the heavy vehicle and is rotatably attached by the mounting portion. Therefore, it can be easily attached by simply inserting a rod-shaped fixing member using a ring-shaped member that is often placed at the rear end of the heavy vehicle. This improves work efficiency by enabling quick attachment and detachment without the need for complicated work using tools. Furthermore, by being fixed to the heavy vehicle by the arms, it is possible to securely fix the device, preventing it from shifting or falling off due to vibrations or shocks during work or travel. Furthermore, because the mounting portion has a rotatable structure, the device can be easily folded and removed, improving convenience during maintenance and storage.

[0024] A first heavy vehicle of the present disclosure is a heavy vehicle equipped with an entrapment prevention device according to any one of the first to eighth aspects.

[0025] According to the above-mentioned heavy equipment vehicle, by providing the entanglement prevention device described in any one of the first to eighth aspects, it is possible to effectively prevent rear-end entanglement accidents during work or travel. In particular, the structure using the first panel member and the second panel member reduces the risk of contact with obstacles or workers behind the vehicle, thereby improving safety. Furthermore, by providing a variable-length stopper, it is possible to adjust the rotation angle appropriately according to the work environment, and by optimizing the gap with the ground, it is possible to achieve more effective entanglement prevention.

[0026] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. The specification exemplifies specific materials and methods for embodying the technical idea of ​​the disclosure. The technical idea of ​​the disclosure is not limited to the following specific examples. Various modifications can be made to the technical idea of ​​the disclosure within the scope of the matters described in the claims. In particular, it should be noted that the drawings are schematic and may differ from the actual product.

[0027] First, the drawings will be described. Fig. 1 is a perspective view showing an example of a heavy vehicle equipped with an entrapment prevention device of the present disclosure. Fig. 2 is a partially enlarged view thereof. Fig. 3 is a view of the heavy vehicle as seen from the rear. Fig. 4 is a perspective view showing a state in which a second panel member, which will be described later, has been rotated rearward and unfolded. Fig. 5 is a side view of Fig. 4.

[0028] The entanglement prevention device 10 is attached to the rear end of the heavy equipment vehicle 100, and is a device for preventing surrounding workers and obstacles (hereinafter also referred to as "workers, etc."), particularly workers, from being entangled while working. In this example, the entanglement prevention device 10 includes two metal panel members (a first panel member 12 and a second panel member 14) connected by a pivot shaft 16, and the first panel member 12 is detachable from the rear of the heavy equipment vehicle 100 via arms 20, 22.

[0029] The heavy vehicle 100 in this example is a road roller (tire roller) used for paving work. The heavy vehicle 100 includes a vehicle body 110. A driver's seat 120 is provided in the vehicle body 110, and a driver sits in the vehicle to operate it. A sunshade 130 is provided in the driver's seat 120. In addition, a detection mechanism (not shown) such as a rearview mirror and a camera system is provided at the rear of the vehicle body 110 to improve safety during work, and a configuration is adopted to improve rear visibility.

[0030] Typically, a detection mechanism allows the driver to recognize workers or obstacles approaching from behind. The detection mechanism contributes to a certain extent to preventing entrapment accidents. However, even though heavy equipment vehicles equipped with such detection mechanisms are widespread, entrapment accidents still occur. In actual entrapment accidents, the detection by the detection mechanism and the subsequent stopping of the heavy equipment vehicle 100 may not be possible in time or may not function properly.

[0031] One example of an accident that is difficult to prevent with a detection mechanism alone is incorrect gear shifting. For example, if the driver unintentionally shifts the vehicle into reverse gear and suddenly accelerates the vehicle 100 without realizing it, intending to move forward, even if the detection device detects a worker or other person behind the vehicle, the driver may not be able to take action, such as stopping the vehicle, in time, resulting in an accident in which the worker or other person is caught up in the accident. In particular, during paving work, the driver's attention may be distracted by loud surrounding noise or multiple tasks, making it difficult to instantly grasp the situation, and the support of the detection device may not be sufficient.

[0032] Furthermore, if a problem occurs with the detection device and it does not function properly, the risk of an entrapment accident increases. For example, a rear obstacle detection sensor may malfunction, or an electrical malfunction may prevent the alarm from sounding. Furthermore, at work sites, detection devices are sometimes disabled (turned off) to prevent work from being disrupted by false detections, which can be a factor in accidents. When the detection device is disabled, the driver must rely solely on their own judgment to ensure safety, and if they are not paying sufficient attention, there is a risk of an entrapment accident. As such, entrapment accidents can occur due to a variety of factors, including driver error, malfunctioning safety devices, and even operational issues at the work site.

[0033] In view of these circumstances, the entrapment prevention device 10 functions as a physical barrier that prevents workers, etc., from being entrapped even if they are present behind the heavy equipment vehicle 100. Such devices have been considered in the past, but they often extend (overhang) from the rear of the vehicle, and retrofitting them to the heavy equipment vehicle 100 poses issues such as the inability to drive on public roads without legal registration. For this reason, there is a need for an operation in which the device is attached after arriving at the work site and removed when leaving the site and driving on public roads, and a structure that is easier to attach and remove has been required. There has also been a need for a device that can be widely adapted to various work site conditions, particularly road surface conditions. The entrapment prevention device 10 of this example can solve these issues.

[0034] The entrapment prevention device 10 comprises, as its main components, a first panel member 12, a second panel member 14, a pivot shaft 16, and an adjustable-length stopper 30. The first panel member 12 is a member fixed to the rear end of the heavy equipment vehicle 100, and the second panel member 14 is a movable member rotatably attached to the lower end of the first panel member 12 via the pivot shaft 16. The pivot angle of the second panel member 14 relative to the first panel member 12 is adjusted by the adjustable-length stopper 30.

[0035] The first panel member 12 is fixed to the rear end of the heavy equipment vehicle 100 by the arms 20, 22 and the mounting portion 24, with the main surface (the surface of the mesh member 12A described below) facing rearward (in the Y-axis direction) of the heavy equipment vehicle 100. The arms 20 and 22 are integral with the frame body 12B of the first panel member 12 and are arranged at both ends in the width direction (X-axis direction). Through holes are formed in the other ends of the arms 20, 22, and bolts are inserted through these through holes to fix the arms to the rear end of the heavy equipment vehicle 100. A through hole is formed in the center of the mounting portion 24 in a direction along the main surface, and is configured so that a rod-shaped fixing member can be inserted in a direction along the main surface of the first panel member 12.

[0036] FIG. 6 is a partially enlarged view of the mounting portion 24 of the mounting structure of the entrapment prevention device 10 to the heavy equipment vehicle 100. FIG. 6(a) is a partially enlarged view, and FIG. 6(b) is an exploded view. A fastener 150, such as a lunette ring, hitch ring, or eyelet, is often disposed at the rear end of the heavy equipment vehicle 100 for use in towing or securing. The mounting portion 24 is preferably shaped to be able to engage with the fastener 150. Specifically, the mounting portion 24 has a through-hole with the same diameter as the fastener 150, and is secured by inserting a rod-shaped fastener 152 along the main surface of the first panel member 12 and inserting a snap pin 154 into the end of the rod-shaped fastener. This allows the first panel member 12 to be rotatably secured to the rear end of the heavy equipment vehicle 100.

[0037] By employing such an attachment structure, it becomes easy to fine-tune the attachment angle of the first panel member 12 to the heavy equipment vehicle 100. First, the first panel member 12 is fixed to the rear end of the heavy equipment vehicle 100 via the attachment portion 24. Then, the first panel member 12 is rotated to a desired angle and finally fixed to the heavy equipment vehicle 100 by the arms 20, 22.

[0038] By the above-described attachment mechanism, the first panel member 12 is disposed at the rear end of the heavy equipment vehicle 100 in a manner that extends rearward. In this example, the first panel member 12 has a substantially rectangular shape, and is attached so that its main surface faces rearward of the heavy equipment vehicle 100. However, in the entrapment prevention device of the present disclosure, the shape of the first panel member 12 is not limited to this, and can be changed as appropriate depending on the shape and application of the heavy equipment vehicle 100. The shape, size, material, structure, etc. (hereinafter referred to as "shape, etc.") of the first panel will be explained together with the shape, etc. of the second panel member 14, which will be described later.

[0039] Next, the pivot shaft 16, one of the main components, will be described. The pivot shaft 16 is provided at the lower end of the first panel member 12. The second panel member 14, which will be described later, is rotatable around this pivot shaft 16. In other words, the pivot shaft 16 joins the second panel member to the first panel member and also functions as the pivot shaft for them. The first panel member 12, the pivot shaft 16, and the second panel member 14 form a hinge-like structure.

[0040] In this example, the pivot shaft 16 is disposed in the X-axis direction along the frame body 12B at the lowest end of the first panel member 12, but the arrangement of the pivot shaft 16 is not limited to this. The "lower end" does not necessarily mean that it is disposed on the lowest frame line of the frame body 12B of the first panel member 12, but may be anything that rotatably supports the second panel member 14 and allows the second panel member 14 to rotate toward the rear of the heavy equipment vehicle 100. Specifically, it also includes anything that is provided in the lower region of the first panel member 12.

[0041] A more specific modification is to provide a reinforcing member on the frame body 12B of the first panel member 12, and to place the pivot shaft 16 on the reinforcing member. In this case, the pivot shaft 16 is not physically located at the lowest end of the first panel member 12, but functionally corresponds to the "lower end" of the first panel member 12. Alternatively, a bracket may be attached to the inside of the frame body 12B of the first panel member 12, and the pivot shaft 16 may be provided thereon.

[0042] In addition, as will be described later, the shape of the first panel member 12 is not limited to a linear rectangle and may be a trapezoid or a curved shape. Even in this case, the second panel member 14 can be rotated appropriately by locating the pivot shaft 16 at the "lower end." For example, if the lower edge of the first panel member 12 is inclined, the pivot shaft 16 can be provided near the lowest part. Also, a configuration in which the pivot shaft 16 is offset from a part of the first panel member 12 to adjust the overall balance can be adopted. In this way, the expression "lower end" is not limited to the lowest end of the first panel member 12, but rather encompasses the concept of being able to locate the pivot shaft 16 at an appropriate position for rotatably supporting the second panel member 14.

[0043] Next, the second panel member 14, which is fixed to the lower end of the first panel member 12 via a pivot shaft 16 and extends rearward, will be described. The second panel member 14 pivots rearward relative to the first panel member 12. The second panel member 14 is normally deployed at a certain angle rearward of the heavy equipment vehicle 100 during work or travel. On the other hand, when it is not needed, such as during attachment / detachment or transportation of the heavy equipment vehicle 100, the second panel member 14 can be placed in a closed state (rotation angle 0°) as shown in Figures 1 and 2.

[0044] The rotation angle of the second panel member 14 can be adjusted by the variable-length stopper 30. The variable-length stopper 30 is composed of a chain 34, which is a flexible linear member, and shackles 32, 32, which are length adjustment mechanisms located at both ends of the chain 34. The shackles 32, 32 are detachable ring-shaped members that replace the last link at both ends of the chain 34. The chain 34 has multiple links, each of which serves as a fixed position for a shackle 32. In other words, the link of the chain 34 to which the shackle 32 is attached becomes the first or last link. This allows the chain 34 to be adjusted to a maximum length of the entire length (plus two shackles 32) or a minimum length of one shackle 32. In this example, the shackles 32 are located at both ends of the chain 34, but the stopper will function as long as they are located at at least one end. In this specification, the length of the chain 34 after adjustment by the shackles 32 is referred to as the effective length.

[0045] The shackles 32 are connected to lunette rings 12C and 14C, respectively, located at the ends of the first panel member 12 and the second panel member 14. The lunette rings 12C are provided at both corners of the upper end (the end opposite the rotation axis) of the frame body 12B of the first panel member 12. On the other hand, the lunette rings 14C are provided at both corners of the upper end of the frame body 14B when the second panel member 14 is closed. In other words, the lunette rings are provided at positions where they are closest to each other when the second panel member 14 is closed. In this state, the second panel member 14 can be fixed to the adjacent lunette rings 12C and 14C by the variable-length stoppers 30, which shorten the effective length of the chains 34 (see FIG. 1).

[0046] The total length of the chain 34 is set so that the second panel member 14 can be opened and secured to a sufficient rotation angle (120° to 180°). Figure 7 is a side view showing a state in which the effective length of the chain 34 has been increased, resulting in a larger rotation angle. Compared to the state shown in Figure 5, the effective length of the chain 34 is changed by shifting the position of the shackle 32 connecting the first panel member 12 and the chain 34. The variable-length stopper 30 allows the rotation angle of the second panel member 14 to be easily adjusted, allowing for an appropriate height setting depending on the road surface conditions. For example, on paved roads, the lower end of the second panel member 14 can be set so that it is almost in contact with the road surface. When traveling on paved roads, the effective length of the chain 34 can be increased, allowing the rotation angle to be adjusted to approximately 80° to 150°. When traveling on a paved road surface, the posture of the heavy equipment vehicle 100 is more stable and the road surface is less uneven, so even if the lower end of the second panel member 14 is closest to the road surface GL, there is little chance of inadvertent contact, optimizing the anti-entrapment function. On the other hand, for unpaved or gravel road surfaces, the effective length can be set relatively short and the rotation angle can be adjusted to approximately 70 to 110 degrees. On unpaved road surfaces, the posture of the heavy equipment vehicle 100 may be unstable while traveling, and the road surface is often very uneven. Therefore, by slightly lifting the lower end of the second panel member 14 from the road surface, it is possible to prevent the second panel member 14 from coming into contact with the road surface GL, even if the road surface is inclined or uneven.

[0047] In this example, the second panel member 14 is configured to rotate downward relative to the stored state. This facilitates natural opening of the second panel member 14 due to the action of gravity. However, this configuration can also create a moment in the closing direction of the second panel member 14 when the second panel member 14 is unfolded and a worker or other person comes into contact with the second panel member 14 from below, particularly when the second panel member 14 comes into contact with a fallen worker or other person. This can cause the second panel member 14 to close unintentionally. To prevent this, it is preferable to appropriately set the fixed position of the variable-length stopper 30 so that a constant rotation angle can be maintained. Specifically, if the rotation angle is too acute, the second panel member 14 may rotate inward when the worker or other person comes into contact with the second panel member 14. Therefore, it is preferable to set the rotation angle to an obtuse angle so that the second panel member 14 extends in a direction that opens when the worker or other person comes into contact with the second panel member 14, i.e., approximately parallel to the road surface or in a direction that opens more than that.

[0048] Next, the structures of the first panel member 12 and the second panel member 14 will be described.

[0049] The first panel member 12 and the second panel member 14 are primarily composed of frame members 12B, 14B and mesh members 12A, 14A, respectively, achieving lightweight construction while maintaining rigidity. The frame members 12B, 14B have a frame structure that maintains the overall shape of the panel and ensures strength, and can be formed using steel, aluminum alloy, high-strength resin, or the like. The mesh members 12A, 14A employ a lattice structure made of metal mesh, punched metal, or reinforced resin, which can reduce the effects of wind pressure while ensuring rear visibility and improving entanglement prevention. Furthermore, in environments where dust or mud splashes are generated, the mesh size can be appropriately adjusted to maintain entanglement prevention while ensuring breathability and visibility.

[0050] The first panel member 12 and the second panel member 14 have a mesh structure, but are not limited to this. For example, they may be configured with a transparent resin panel in whole or in part. The mesh structure can reduce the effects of wind pressure, but a different structure can also be applied to improve durability and visibility. The materials are also not limited to steel or aluminum alloy; FRP (fiber reinforced plastic) or reinforced resin can also be used to reduce weight. Furthermore, rust-proofed steel or zinc-plated material can be used to improve corrosion resistance.

[0051] In this example, the first panel member 12 is rectangular in shape and is disposed along the rear end of the heavy vehicle 100. However, the shape of the first panel member 12 is not limited to the above, and depending on the shape and application of the heavy vehicle, it may be formed into a curved surface that follows the frame or the corners may be rounded to improve ease of handling.

[0052] The height of the first panel member 12 is designed to reliably cover the rear wheels 140 of the heavy equipment vehicle 100 and other dangerous entrapment points. Because the risk of entrapment is greatest around the rear wheels 140 of the heavy equipment vehicle 100 and in the gaps around them, having the first panel member 12 tall enough to cover the rear wheels 140 prevents workers and obstacles from coming into direct contact with the rear wheels 140. Whether the rear wheels 140 are covered by the entrapment prevention device 10 in a rear view is not only influenced by the height (length in the Z-axis direction) of the first panel member 12. The fixed position of the first panel member 12 and the rotation angle of the second panel member 14 also have an effect. As described above, the rotation angle of the second panel member 14 changes depending on the road surface conditions. Therefore, even if this angle is changed, it is preferable that the height of the first panel member 12 be such that the entire entrapment prevention device 10 can cover the rear wheels 140.

[0053] The width of the first panel member 12 can be set so as to cover the entire rear end of the heavy equipment vehicle 100. For example, by covering an area that is approximately the same as the width of the rear end of the heavy equipment vehicle 100 or a slightly wider area, the risk of getting caught in the vehicle can be minimized.

[0054] In this example, the second panel member 14 has the same structure as the first panel member 12. However, the first panel member 12 and the second panel member 14 may have different structures. A preferred form is the same as that of the first panel member 12. As an example, if one of the first panel member 12 and the second panel member 14 is rectangular with one end cut off, handling when unfolding or folding can be improved.

[0055] Next, a modified example of the entanglement prevention device of the present disclosure will be described. Fig. 8 is a side view showing a modified example of the entanglement prevention device. The modified entanglement prevention device uses a turnbuckle with a screw mechanism as the variable-length stopper 40. The turnbuckle is composed of a turnbuckle body 44, eyebolts 42, 42 screwed into both ends of the turnbuckle body 44, and shackles 32, 32. The shackles 32 connect the ends of the eyebolt 42 to the lunette rings 12C, 14C, respectively.

[0056] In this state, rotating the turnbuckle body 44 adjusts the overall length of the turnbuckle. In this modified example, the turnbuckle acts as a stopper in both the unfolding and closing directions of the second panel member 14, thereby improving stability. Furthermore, the rotation angle can be continuously adjusted, allowing for more precise operation. Note that the shackle 32 is not essential, and the end of the eyebolt 42 may be directly connected to the lunette rings 12C, 14C. Also, a quick link or the like may be used instead of the shackle.

[0057] As an example of a variable-length stopper using a screw mechanism, a length adjustment mechanism using a bolt and nut can be used. In this case, a rod with a thread formed on one end is used, and the length can be adjusted by screwing a nut onto the threaded portion. Furthermore, by using a lock nut in combination, it is possible to prevent loosening due to vibration and stably maintain the length.

[0058] An extendable screw jack mechanism can also be used. For example, a screw rod can be inserted into a threaded cylindrical member and the length can be fixed using a lock nut or stopper, allowing the length to be adjusted as desired. This configuration is suitable for situations where greater rigidity is required or where heavy loads are applied.

[0059] A variable length stopper using a ball screw mechanism may also be employed. The use of a ball screw mechanism allows for smoother and more precise length adjustment, making it particularly suitable for applications requiring frequent adjustments. The ball screw mechanism has low friction and allows for highly accurate position adjustment, making it advantageous when it is necessary to precisely set the rotation angle of the second panel member 14.

[0060] In this way, the variable length stopper using the screw mechanism can employ various configurations, such as a configuration using a turnbuckle, a combination of a bolt and nut, a telescopic screw jack, a ball screw mechanism, etc. This allows the optimum mechanism to be selected depending on the work environment, adjustment frequency, and durability requirements. [Explanation of symbols]

[0061] 10 Entanglement prevention device 12 First panel member 12A Mesh member 12B Frame 12C Lunette Ring 14 Second panel member 14A Mesh member 14B Frame 14C Lunette Ring 16 Rotating Axis 20 Arm 22 Arm 24 Mounting part 30 Variable length stopper 32 Shackle 34 chain 40 Variable length stopper 42 eyebolt 44 Turnbuckle Body 100 Heavy Equipment Vehicles

Claims

1. An anti-entanglement device attached to a heavy vehicle so as to extend rearward, a first panel member fixed to the body of the heavy equipment vehicle with a main surface facing rearward; a second panel member connected to the lower end of the first panel member in a direction extending rearward via a pivot shaft provided at the lower end of the first panel member; a variable-length stopper that is arranged to connect the first panel member and the second panel member and that limits a rotation angle of the second panel member relative to the first panel member by changing a length thereof; The first panel member and the second panel member each include a frame body and a mesh member disposed within the frame body, the variable-length stopper includes a flexible linear member and a length adjustment mechanism; At least one end of the linear member is connected to the first panel member or the second panel member via a length adjustment mechanism, the variable-length stopper has a plurality of fixing positions in a longitudinal direction for connecting the length adjustment mechanism, and the length is changed by changing the fixing positions; The height between the lower end of the second panel member and the road surface can be adjusted by limiting the rotation angle with the variable length stopper, the first panel member includes a ring-shaped mounting portion through which a rod-shaped fixing member can be inserted in a direction along the main surface; An entrapment prevention device in which the first panel member has multiple arms extending to the heavy equipment vehicle at a position separated from the mounting portion in the vehicle width direction, and the first panel member, which is rotatably attached by the mounting portion, is fixed to the heavy equipment vehicle by the arms.

2. A heavy vehicle equipped with the entanglement prevention device according to claim 1.

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