JP2012001333A - Lifting device and vehicle assembly line using the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lifting device that can improve working efficiency.SOLUTION: The lifting device includes: a basic stand 20; a pair of support members 50F, 50R where a vehicle W is placed and fixed; a pair of lifting mechanisms 30F, 30R that are connected with the pair of support members 50F, 50R and that lifts the pair of support members 50F, 50R in direction where the pair of support members 50F, 50R approaches or leaves the basic stand 20, and holds the vehicle W in low or high positions; a pair of first swing stopping mechanisms 70F, 70R that supports the vehicle W held in the high position by the pair of lifting mechanisms 30F, 30R; and a pair of second swing stopping mechanisms 80F, 80R that supports the vehicle W held in the low position by the pair of lifting mechanisms 30F, 30R. The pair of lifting mechanisms 30F, 30R, and the pair of first swing stopping mechanisms 70F, 70R and the pair of second swing stopping mechanisms 80F, 80R are disposed in positions where each of them does not interfere in operations in high and low positions.

Description

  The present invention relates to a lifting device that supports a vehicle at a high position and a low position, and a vehicle assembly line using the lifting device.

  2. Description of the Related Art Conventionally, in an assembly line for vehicles, when performing interior parts installation work, etc., the vehicle is supported at a height position (low position) similar to that of an operator, and installation work for suspension parts such as engines is performed. At this time, the vehicle is supported at a height position (high position) above the operator. In such an assembly line, the worker S works from the outside of the vehicle W using the carriage 110 that supports the vehicle W at a low position as shown in FIG. The operator S works from below the vehicle W using a carriage 210 that supports the vehicle W at a high position as shown.

In an assembly line L that supports and conveys the vehicle W at a high position using a carriage 210 as shown in FIG. 10B, when working at a low position with respect to the vehicle W, for example, a low position A base 211 having a predetermined height is installed at a point where the work is performed. The work at the low position is performed by adjusting the positional relationship between the worker S and the vehicle W by the worker S moving on the gantry 211.
In such a case, when a component is attached on the gantry 211, a component lifting device or the like for transporting the component to the gantry 211 is required, which makes it difficult to supply the component. Moreover, the response | compatibility when work delay generate | occur | produces on the work on the mount frame 211 will become slow. For this reason, there is a need for a lifting device that can support a vehicle at a high position and a low position.

As the lifting device as described above, there is a lifting device disclosed in Patent Document 1. The lifting device disclosed in Patent Document 1 includes a pair of lifting sprockets, a pair of lifting drive meshing chains, a panda graph mechanism, a lifting table, and the like.
The pair of elevating sprockets are rotated by a predetermined drive source, and the pair of elevating drive meshing chains are moved up and down by the rotation. When the pair of lifting drive meshing chains are lifted, they are meshed with each other and integrally lifted. The pandagraph mechanism includes a plurality of pandagraph members and a joint portion that rotatably supports the pandagraph members. The lifting table is connected to the pair of lifting drive meshing chains and the panda graph mechanism, and moves up and down integrally with the lifting and lowering of the pair of lifting drive meshing chains.

  In such an elevating device disclosed in Patent Document 1, a high-stiffness guide, that is, a panda graph mechanism, sufficiently secures strength against shaking generated at any position in the elevating stroke range. In this case, the pandagraph mechanism may interfere with workers, parts, etc. (for example, movement and movement of the workers, parts conveyance path, etc.) during work at a high position. That is, since it may be difficult to perform work at a high position, work efficiency at a high position may be reduced.

From the viewpoint of improving work efficiency, it is conceivable to use a lifting device having a configuration excluding the panda graph mechanism. In this case, the panda graph mechanism does not interfere with workers, parts, etc. during work at a high position.
However, since only a pair of raising / lowering driving engagement chains cannot sufficiently secure the strength against the shaking generated during the work, the vehicle shakes during the work. That is, it is difficult to perform work, and work efficiency may be reduced. Moreover, in work at a high position, anxiety is given to the worker who performs work under the vehicle.

JP 2010-1129 A

  This invention is made | formed in view of the above situations, and provides the raising / lowering apparatus which can improve work efficiency.

  In Claim 1, when performing predetermined work with respect to a vehicle in a high position and a low position, it is a raising / lowering device which supports the vehicle in the high position and the low position, and a base and the vehicle are A support member that is mounted and fixed, and an elevating unit that is connected to the support member, elevates and lowers the support member in a direction approaching and separating from the base, and holds the vehicle at the high position and the low position. And a first steadying means for supporting the vehicle held at the high position by the lifting means, and a second steadying means for supporting the vehicle held at the low position by the lifting means. And the said raising / lowering means, said 1st steadying means, and said 2nd steadying means are arrange | positioned in the position which does not interfere with the operation | work in the said high position and the said low position.

  According to a second aspect of the present invention, the first steadying means includes a lower steadying arm that has one end rotatably connected to the base and that pivots when the vehicle is raised and lowered, and one end that is the support member. An upper steadying arm that is pivotally connected to the other end of the lower steadying arm and pivots when the vehicle is raised and lowered, and the vehicle At least one of the lower steadying arm and the upper steadying arm corresponds to the rotation direction of the lower steadying arm and the upper steadying arm while being held at the high position by the elevating means. An urging member that urges the vehicle in a direction, and the lower steadying arm and the upper steadying arm push the vehicle between the base and the support member to increase the height of the vehicle. Supported by location, when lowering the vehicle from a high position, in the state strut by the biasing force of the biasing member is released, moves following the lowering of the vehicle, is intended.

  According to a third aspect of the present invention, the elevating means rotates integrally with the pair of sprockets rotating in opposite directions, one end is attached to the support member, and the other end is attached to the base. A pair that is accommodated and moved by the rotation of the pair of sprockets, and moves up and down in the direction of approaching and separating the support member from the base in a state of being engaged with each other from the one end to the pair of sprockets. The second steadying means includes a guide member that supports one end of the pair of chains when the vehicle is supported at the low position.

  A fourth aspect of the present invention is a vehicle assembly line using the lifting device according to any one of the first to third aspects.

  In the present invention, the first steadying means supports the vehicle in work at a high position, and the second steadying means supports the vehicle in work at a low position, thereby preventing the vehicle from shaking. There is an effect that it is possible to improve work efficiency in work at a high position and work at a low position.

The front view which shows the whole structure of a raising / lowering apparatus. Similarly left side view. The top view which shows the structure of a drive transmission mechanism. Similarly front view. The front view which shows the state which supports a vehicle in a low position. The figure which shows the spring of a 1st steady stop mechanism. (A) The front view of the spring in a low position. (B) The side view of the spring in a high position. The top view which shows the whole structure of the assembly line of this embodiment. The top view which shows a general assembly line. The figure which shows the carrying-in locus | trajectory in the case of conveying a vehicle in a horizontal direction in the operation | work in a low position. The figure which shows the height position of the vehicle in the conventional assembly line. (A) The figure which shows the operation | work in a low position. (B) The figure which shows the operation | work in a high position.

  Below, the raising / lowering apparatus 10 which is one Embodiment of the raising / lowering apparatus which concerns on this invention is demonstrated with reference to drawings.

  In the following, for convenience of explanation, the “vertical direction of the lifting device 10” is defined based on the vertical direction of the paper surface in FIG. Further, “the left-right direction of the lifting device 10 is defined based on the left-right direction of the paper surface in FIG. 1, and“ the front-back direction of the lifting device 10 ”is defined based on the left-right direction of the paper surface of FIG.

  As shown in FIGS. 1 and 2, the lifting device 10 supports the vehicle W.

The vehicle W is assembled by performing a predetermined operation (for example, a component mounting operation) on the assembly line (see FIG. 7). The vehicle W is supported by the elevating device 10 at a height (for example, about 1600 mm) above the operator as shown in FIG. Further, when performing interior parts mounting work or the like, it is supported at a height position (for example, about 400 mm) similar to that of the worker as shown in FIG.
In the following, the height position above the worker as shown in FIG. 2 is expressed as “high position”, and the height position similar to the worker as shown in FIG. 5 is expressed as “low position”. .

  As shown in FIGS. 1 and 2, the lifting device 10 includes a base 20, a pair of lifting mechanisms 30F and 30R, a pair of support members 50F and 50R, a drive transmission mechanism 60 (see FIG. 3), and a pair of first swings. There are provided stop mechanisms 70F and 70R and a pair of second steady rest mechanisms 80F and 80R.

  The base 20 is formed in a substantially rectangular shape in plan view and in a hollow shape. By attaching the wheels 21 to the four corners of the base 20, the elevating device 10 is configured to be able to run on its own.

  The pair of lifting mechanisms 30 </ b> F and 30 </ b> R lifts and lowers the vehicle W placed and fixed on the pair of support members 50 </ b> F and 50 </ b> R in the direction of approaching and separating from the base 20. The pair of elevating mechanisms 30F and 30R are respectively disposed at substantially the left and right central portions of the base 20, and are disposed at a predetermined interval in the front-rear direction.

  The configuration of the rear elevating mechanism 30F is the same as the configuration of the front elevating mechanism 30R except for the arrangement position. For this reason, only the configuration of the front lifting mechanism 30F will be described.

  2 and 3, the elevating mechanism 30F includes a speed reducer 31, drive gears 35 and 35, drive sprockets 36 and 36, driven shaft 37, driven gears 38 and 38, driven sprockets 39 and 39, chain 40 and so on. 41 and housing members 43 and 44. The lifting mechanism 30F is accommodated in the base 20 except for a part of the chains 40 and 41.

  The speed reducer 31 has an input shaft 32 and an output shaft 33.

  The input shaft 32 protrudes to the left from the speed reducer 31, and a transmission gear 34 constituted by a bevel gear is attached to the left end of the protruding portion. The right end portion of the input shaft 32 is housed inside the speed reducer 31 and is connected to the output shaft 33 via a gear or the like.

  The output shaft 33 protrudes to the right from the speed reducer 31, and drive gears 35 and 35 and drive sprockets 36 and 36 are attached to the protruding portions. The output shaft 33 rotates integrally with the rotation of the input shaft 32. The rotation of the output shaft 33 is decelerated by the gear.

  Such a speed reducer 31 is configured to be rotatable from the input shaft 32 side and from the output shaft 33 side. As the speed reducer 31, for example, an existing worm speed reducer or the like is used.

  The drive gears 35 and 35 are respectively constituted by spur gears, and mesh with the driven gears 38 and 38 at the rear ends thereof.

  The drive sprockets 36 and 36 are attached to the inner side in the left-right direction than the drive gears 35 and 35, respectively. The outer diameter of the drive sprockets 36 and 36 (the length from the center of the drive sprockets 36 and 36 to the outer end of the portion where the gear is formed) is the outer diameter of the drive gears 35 and 35 (the drive gears 35 and 35). The length from the center to the outer end of the portion where the gear is formed).

  The driven shaft 37 has substantially the same outer diameter as the output shaft 33 of the speed reducer 31. Driven gears 38 and 38 and driven sprockets 39 and 39 are attached to the left and right ends of the driven shaft 37, respectively.

  The driven gears 38 and 38 are constituted by spur gears having substantially the same shape as the drive gears 35 and 35, and mesh with the drive gears 35 and 35 at the front end.

  The driven sprockets 39 and 39 have substantially the same shape as the drive sprockets 36 and 36, respectively, and are arranged at a predetermined interval behind the drive sprockets 36 and 36.

  As the output shaft 33 of the speed reducer 31 rotates, the driven shaft 37 rotates via the drive gears 35. As a result, the drive sprockets 36 and 36 and the driven sprockets 39 and 39 rotate integrally. The rotational directions of the driven sprockets 39 and 39 are opposite to the rotational directions of the drive sprockets 36 and 36, respectively. That is, the drive sprockets 36 and 36 and the driven sprockets 39 and 39 rotate in directions opposite to each other.

As shown in FIGS. 1, 3, and 4, the chain 40 is a chain in which a plurality of plates are shifted and overlapped by a predetermined length in the vertical direction and the horizontal direction, and is moved by the rotation of the drive sprocket 36. . Connection members 42 and 42 are attached to the upper end of the chain 40, and the chain 40 is connected to the support member 50F via the connection members 42 and 42. Further, the lower end portion of the chain 40 is accommodated in the base 20.
The chain 41 is configured in the same manner as the chain 40 except that the chain 41 moves as the driven sprocket 39 rotates.

The portions of the chains 40 and 41 that are accommodated in the base 20 and arranged in the horizontal direction move in the direction of approaching and separating from each other by the rotation of the sprockets 36 and 39, respectively.
When the chains 40 and 41 move in directions close to each other, the chains 40 and 41 mesh with each other between the sprockets 36 and 39, respectively, and protrude upward from the base 20 in the meshed state. That is, the chains 40 and 41 are engaged with each other from the upper end to the sprockets 36 and 39. The meshed chains 40 and 41 have rigidity capable of moving the vehicle W up and down.
On the other hand, when the chains 40 and 41 move away from each other, the chains 40 and 41 are disengaged from each other between the sprockets 36 and 39, and the chains 40 and 41 protruding from the base 20 are gradually moved. Is accommodated in the base 20.

  The accommodating members 43 and 44 guide the movement of the chains 40 and 41 inside the base 20, respectively. The accommodating member 43 guides the chain 40 corresponding to the drive sprockets 36 and 36, and the accommodating member 44 guides the chain 40 corresponding to the driven sprockets 39 and 39.

  The housing member 43 extends downward from the upper surface of the base 20 to the lower part, and extends forward from the lower part of the base 20 by a predetermined length. Then, the front end is folded back from the lower part to the upper part of the base 20, and extends backward from the upper part of the base 20 by a predetermined length.

  The housing member 44 is configured symmetrically with respect to the housing member 43 with respect to the center of the meshed chains 40 and 41 as a reference.

In the present embodiment, the vehicle W is positioned at a high position when the chains 40 and 41 move to the ascending end (a position where the chains 40 and 41 can no longer protrude from the base 20).
Further, as shown in FIG. 5, when the chains 40 and 41 move to the descending end (position where the chains 40 and 41 cannot be accommodated in the base 20 any more), the vehicle W is positioned at a low position.

  In the present embodiment, the vehicle W is positioned at a high position and a low position when the chains 40 and 41 move to the ascending end and the descending end. However, the present invention is not limited to this. That is, the vehicle W may be positioned at a low position before descending to the descending end. Similarly to the descending end, the ascending end may be positioned at a higher position before the vehicle W ascends to the ascending end.

  As shown in FIGS. 1 and 2, the pair of support members 50F and 50R are disposed on the front side and the rear side of the base 20, respectively, and the vehicle W is placed and fixed thereon.

  The rear support member 50R is configured symmetrically with respect to the front support member 50F with respect to the center of the base 20 as a reference. Therefore, only the configuration of the front support member 50F will be described.

  An elevating mechanism 30F is connected to the support member 50F, and the support member 50F is configured to be movable up and down in a direction of approaching and separating from the base 20 by the elevating mechanism 30F. The support member 50 </ b> F includes an elevating base 51, a main arm 52, arms 53 and 53, and a fixing pin 54.

  The elevating base 51 is formed in a substantially plate shape, and is arranged so that the longitudinal direction is the left-right direction. Chains 40 and 41 are attached to the elevating base 51 via connecting members 42 and 42.

  The main arm 52 is a rod-like member formed in a substantially quadrangular shape when viewed from the side, and is arranged so that the longitudinal direction is the left-right direction. The main arm 52 is attached to the upper surface of the elevating base 51. The main arm 52 is configured such that the right end thereof can be expanded and contracted in the left-right direction, and the length in the left-right direction can be changed.

  Each of the arms 53 and 53 is a rod-like member formed in a substantially square shape when viewed from the front, and the front ends thereof are fixed to the left lower end and the right lower end of the main arm 52, respectively, and the arm 53 of the rear support member 50R. -Protrusively to approach 53.

The fixing pin 54 is fixed to the rear end portion of the right arm 53 and protrudes upward. When the fixing pin 54 is caught on the rear side in the traveling direction of the vehicle W (the back side in FIG. 2), the pair of support members 50F and 50R fix the mounted vehicle W.
Thus, the vehicle W is placed and fixed on the pair of support members 50F and 50R.

  As shown in FIGS. 3 and 4, the drive transmission mechanism 60 drives the pair of elevating mechanisms 30 </ b> F and 30 </ b> R, and includes a rotation shaft 61, a transmission shaft 63, and the like. The drive transmission mechanism 60 is accommodated in the base 20 except for a part of the rotation shaft 61.

  The rotating shaft 61 has a lower end portion accommodated in the base 20 and an upper end portion protruding upward from the base 20. A coupling portion 61 a is formed at the upper end portion of the rotating shaft 61. A first gear 62 is attached to the lower end portion of the rotating shaft 61 so as not to be relatively rotatable.

  For example, a socket that is rotated by rotation of a motor is connected to the coupling portion 61a so that power from the outside can be transmitted. The rotation shaft 61 is driven to rotate by the rotation of the motor.

  The first gear 62 is constituted by a bevel gear, and meshes with a second gear 64a attached to the transmission shaft 63 and the transmission gear 34 of the elevating mechanism 30F.

  The transmission shaft 63 has a longitudinal direction in the front-rear direction, and second gears 64 a and 64 b are attached to both front and rear end portions thereof so as not to be relatively rotatable. The front second gear 64 a is constituted by a bevel gear and meshes with the first gear 62. The rear second gear 64b is constituted by a bevel gear having the same shape as the front second gear 64a, and meshes with the transmission gear 34 of the lifting mechanism 30R.

Such rotation of the rotation shaft 61 of the drive transmission mechanism 60 is transmitted to the input shaft 32 of the lifting mechanism 30F via the first gear 62 and the transmission gear 34 of the lifting mechanism 30F.
Moreover, it is transmitted to the input shaft 32 of the speed reducer 31 of the lifting mechanism 30R via the first gear 62, the second gears 64a and 64b (transmission shaft 63), and the transmission gear 34 of the lifting mechanism 30R.

  And the output shaft 33 of each reduction gear 31 rotates, and each sprocket 36 * 39 of a pair of raising / lowering mechanism 30F * 30R rotates. At this time, the sprockets 36 and 39 of the pair of lifting mechanisms 30F and 30R rotate synchronously, and the chains 40 and 41 move up and down.

  The configuration of the drive transmission mechanism 60 is not limited to the present embodiment. That is, the drive transmission mechanism 60 only needs to be able to rotate the sprockets 36 and 39 of the elevating mechanisms 30F and 30R synchronously. For example, a rotation shaft of a different motor is connected to the input shaft 32 of the elevating mechanisms 30F and 30R. It may be configured to control the rotation of different motors.

  As shown in FIG. 1 and FIG. 2, the pair of first steady rest mechanisms 70F and 70R support the vehicle W held at a high position by the pair of lifting mechanisms 30F and 30R. It is for suppressing the shaking generated in the vehicle W during work, and is disposed on the front side and the rear side of the base 20, respectively.

  The rear first steady rest mechanism 70 </ b> R is configured symmetrically with respect to the front first steady rest mechanism 70 </ b> F with respect to the center of the base 20. Therefore, only the configuration of the front first steady rest mechanism 70F will be described.

  The first steadying mechanism 70F includes lower mounting members 71a to 71c, lower steadying arms 72a to 72c, upper mounting members 74a to 74c, upper steadying arms 75a to 75c, connecting pins 77a to 77c, and springs 78a to 78c ( 6).

  The lower attachment members 71a to 71c are each formed in a substantially square shape when viewed from the front, and are attached to the upper surface of the base 20 with a predetermined interval in the left-right direction. The lower mounting members 71a and 71c are arranged on the front side of the meshed chains 40 and 41, respectively. The lower mounting member 71b is disposed on the rear side of the meshed chains 40 and 41.

Lower end portions of the lower steady rest arms 72a to 72c are rotatably connected to lower mounting members 71a to 71c via lower mounting pins 73a to 73c, respectively. That is, the lower steady rest arms 72 a to 72 c are connected to the base 20 so as to be rotatable. The upper ends of the lower steady rest arms 72a to 72c are connected to the upper steady rest arms 75a to 75c via connecting pins 77a to 77c, respectively.
That is, the chains 40 and 41 are disposed between the lower steadying arms 72a and 72b in a side view, and are disposed between the lower steadying arms 72a and 72c in a front view.

  The upper mounting members 74a to 74c are formed in substantially the same shape as the lower mounting members 71a to 71c, respectively. The upper attachment members 74a to 74c are attached to the lower surface of the elevating base 51, and are disposed above the lower attachment members 71a to 71c.

  Upper end portions of the upper steady rest arms 75a to 75c are rotatably connected to upper mounting members 74a to 74c via upper mounting pins 76a to 76c, respectively. That is, the upper steady rest arms 75a to 75c are connected to the support member 50F so as to be rotatable. The shaft centers of the upper mounting pins 76a to 76c are disposed above the shaft centers of the lower mounting pins 73a to 73c, respectively. Lower ends of the upper steady arms 75a to 75c are connected to the lower steady arms 72a to 72c via connecting pins 77a to 77c, respectively.

  The connecting pins 77a to 77c respectively connect the steady arms 72a to 72c and 75a to 75c so as to be rotatable.

  As shown in FIG. 6, the springs 78a to 78c are attached to the connecting pins 77a to 77c, respectively, and are accommodated in the lower steadying arms 72a to 72c. The springs 78a to 78c have a predetermined size in the direction in which the steady arms 72a to 72c and 75a to 75c are folded around the connecting pins 77a to 77c with respect to the steady arms 72a to 72c and 75a to 75c, respectively. Add the appropriate torque. That is, on the basis of the lower steady rest arms 72a to 72c, torque is applied in the direction in which the upper steady rest arms 75a to 75c rotate in the clockwise direction in FIG. In this manner, the springs 78a to 78c urge the steady arms 72a to 72c and 75a to 75c in the rotation direction, respectively.

As shown in FIGS. 1 and 2, when the vehicle W is supported at a high position, the longitudinal directions of the steady arms 72a to 72c and 75a to 75c are parallel to the vertical direction, and the bottom steady arm 72a. -72c and upper steady rest arms 75a-75c are arranged in a straight line.
At this time, the vehicle W positioned above, the base 20 positioned below, the first steadying mechanism 70F positioned forward and the guide member 81b of the second steadying mechanism 80F described later, and the first positioned rearward. A large space is formed in a side view between the one steady rest mechanism 70R and a guide member 81b of a second steady rest mechanism 80R described later. In addition, the pair of first steady rest mechanisms 70F and 70R are disposed at the left and right central portions of the base 20, and the pair of first steady rest mechanisms 70F and 70F are disposed between the vehicle W and the base 20 in a front view. A large space is formed outside in the left-right direction of 70R.

On the other hand, as shown in FIG. 5, when the vehicle W is supported at a low position, the longitudinal directions of the steady rest arms 72 a to 72 c and 75 a to 75 c are inclined in the rearward direction with respect to the vertical direction.
That is, each of the steady rest arms 72 a to 72 c and 75 a to 75 c rotates so as to be disposed between the vehicle W and the base 20.

  The pair of second steady rest mechanisms 80F and 80R are attached to the front side and the rear side of the base 20, respectively.

  Note that the second backrest mechanism 80R on the rear side is configured symmetrically with respect to the front second backrest mechanism 80F with respect to the center of the base 20 as a reference. For this reason, only the configuration of the front second steady rest mechanism 80F will be described.

  As shown in FIGS. 1 and 2, the second steady rest mechanism 80F includes guide members 81a and 81b. The guide members 81a and 81b of this embodiment are provided one by one corresponding to the arrangement positions of the sprockets 36 and 39, respectively. The guide members 81a and 81b are disposed between the lower steadying arms 72a and 72c, respectively, when viewed from the front.

  The lower end of the guide member 81a is disposed in front of the chains 40 and 41, and the guide member 81a is bent backward in the middle portion, and guides the raising and lowering of the meshed chains 40 and 41 at the bent portion.

  The lower end of the guide member 81b is disposed behind the chains 40 and 41, and the guide member 81b is bent forward in the middle and guides the raising and lowering of the meshed chains 40 and 41 at the bent portion.

  As shown in FIGS. 2 and 5, the second steady rest mechanism 80 </ b> F guides the raising and lowering of the meshed chains 40 and 41 from the outside in the front-rear direction on the upper surface of the base 20, and moves the vehicle W at a low position. When it supports, it supports from the base 20 part of the chain 40 * 41 of a meshing state to an upper end part. In other words, the second steady rest mechanism 80F supports the vehicle W held at a low position by the pair of lifting mechanisms 30F and 30R.

  The raising / lowering operation | movement of the raising / lowering apparatus 10 comprised in this way is demonstrated. First, the ascending operation will be described. In addition, the raising / lowering apparatus 10 shall raise | lift from the state which supported the vehicle W in the low position as shown in FIG. 5, and shall support the vehicle W in the high position as shown in FIG.

  As shown in FIG. 3, the coupling portion 61a of the rotation shaft 61 of the drive transmission mechanism 60 is rotated to rotate the gears 62, 64a, 64b, and 34. Thereby, each sprocket 36 * 39 of a pair of raising / lowering mechanism 30F * 30R rotates, and chain 40 * 41, ie, the vehicle W, raises. As shown in FIGS. 2 and 5, the upper steady arms 75 a to 75 c of the pair of first steady mechanisms 70 </ b> F and 70 </ b> R move following the rising of the vehicle W, respectively.

At this time, torque is applied to the upper mounting pins 76a to 76c of the first steady rest mechanism 70F in the counterclockwise direction in FIG. Further, torque is applied in the clockwise direction in FIG. 5 to the upper mounting pins 76a to 76c of the first steady rest mechanism 70R.
That is, each of the steady rest arms 72a to 72c and 75a to 75c is rotated so that the inclination with respect to the vertical direction becomes loose.

Then, when the vehicle W rises to a high position, the rotation of the coupling portion 61a of the rotation shaft 61 is stopped. At this time, the pair of elevating mechanisms 30F and 30R hold the vehicle W so that the vehicle W does not descend due to its own weight. The longitudinal directions of the steady arms 72a to 72c and 75a to 75c of the pair of first steady mechanisms 70F and 70R are parallel to the vertical direction, respectively.
That is, each of the steady rest arms 72a to 72c and 75a to 75c is arranged in a straight line between the base 20 and the pair of support members 50F and 50R, and is in a state of being stretched against each other.

  For example, when a forward force is applied to the vehicle W supported at a high position, the steady arms 72a to 72c and 75a to 75c of the pair of first steady mechanisms 70F and 70R absorb the force. . That is, the vehicle W can be prevented from shaking in the front-rear direction.

According to this, the pair of first steady rest mechanisms 70F and 70R can absorb the shaking generated during the operation when the vehicle W is supported at a high position by only the pair of lifting mechanisms 30F and 30R.
That is, it is difficult to secure the strength against shaking generated during the work performed with the vehicle W supported at a high position by using only the pair of lifting mechanisms 30F and 30R, but the pair of first steadying mechanisms 70F. -It can be secured by providing 70R.
As described above, since the vehicle W can be prevented from shaking in the work at the high position, the work at the high position can be stably performed. For this reason, work efficiency in work at a high position can be improved. In addition, it is possible to prevent anxiety for an operator who performs work under the vehicle W.

Here, as described above, when the vehicle W is supported at a high position, the vehicle W positioned above, the base 20 positioned below, the first anti-rest mechanism 70F and the second anti-rest positioned forward. A large space is formed in a side view between the guide member 81b of the mechanism 80F and the guide member 81b of the first steadying mechanism 70R and the second steadying mechanism 80R located at the rear.
The chains 40 and 41 of the pair of lifting mechanisms 30F and 30R are disposed between the lower steady rest arms 72a and 72b in a side view.

Further, as described above, the pair of first steady rest mechanisms 70 </ b> F and 70 </ b> R are disposed at the left and right center portions of the base 20, and the pair of first steady mechanisms 70 </ b> F and the base 20 are viewed in front view. A large space is formed outside the steady rest mechanisms 70F and 70R in the left-right direction (see FIG. 1).
The pair of elevating mechanisms 30F and 30R chains 40 and 41 and the pair of second anti-rest mechanisms 80F and 80R guide members 81a and 81b are, as viewed from the front, the lower anti-rest arms of the pair of first anti-rest mechanisms 70F and 70R. It arrange | positions between 72a * 72c (refer FIG. 1).

  For this reason, the pair of lifting mechanisms 30F and 30R, the pair of first steadying mechanisms 70F and 70R, and the pair of second steadying mechanisms 80F and 80R are respectively workers, parts, etc. (for example, when working at high positions) Does not interfere with the movement and movement of the worker and the parts transport route). That is, the pair of elevating mechanisms 30F and 30R, the pair of first steady rest mechanisms 70F and 70R, and the pair of second steady rest mechanisms 80F and 80R are arranged at positions that do not interfere with work at a high position by the worker. Therefore, it is possible to improve work efficiency in work at a high position.

  Next, the lowering operation of the lifting device 10 will be described. It is assumed that the lifting device 10 performs the lowering operation from the state where the vehicle W is supported at a high position as shown in FIG. 2, and supports the vehicle W at a low position as shown in FIG.

  As shown in FIG. 3, the coupling portion 61a of the rotation shaft 61 of the drive transmission mechanism 60 is rotated in the direction opposite to that during the ascending operation, and the gears 62, 64a, 64b, and 34 are rotated. As a result, the sprockets 36 and 39 of the pair of elevating mechanisms 30F and 30R are rotated as described above, and the vehicle W is lowered.

  As shown in FIGS. 2 and 5, as the vehicle W is lowered, the upper steady arms 75a to 75c of the pair of first steady mechanisms 70F and 70R tend to descend. However, each of the steady rest arms 72a to 72c and 75a to 75c is in a state of being stretched between the base 20 and the pair of support members 50F and 50R, so that the torque is applied to the upper mounting pins 76a to 76c as it is. It does not take.

  Here, as described above, the connecting pins 77a to 77c of the pair of first steady rest mechanisms 70F and 70R have springs 78a to 78c that apply torque to the steady arms 72a to 72c and 75a to 75c, respectively. It is attached (see FIG. 6). In the present embodiment, when the vehicle W descends, each of the steady arms 72a to 72c and 75a to 75c is folded in the direction in which the steady arms 72a to 72c and 75a to 75c are folded by the biasing force of the springs 78a to 78c. Torque is applied. For this reason, the tension state of each of the steady arms 72a to 72c and 75a to 75c is released, and each of the steady arms 72a to 72c and 75a to 75c rotates toward the inside of the base 20. That is, each of the steady rest arms 72a to 72c and 75a to 75c moves following the lowering of the vehicle W, respectively.

  When the vehicle W descends to a lower position, the rotation of the coupling portion 61a of the rotation shaft 61 is stopped. At this time, the pair of elevating mechanisms 30F and 30R holds the vehicle W so that the vehicle W does not descend due to its own weight. Further, the steady arms 72a to 72c and 75a to 75c of the pair of first steady mechanisms 70F and 70R are disposed between the vehicle W and the base 20, respectively. At this time, the guide members 81a and 81b of the pair of second steady rest mechanisms 80F and 80R respectively support the base 20 portion to the upper end portion of the chains 40 and 41 of the pair of lifting mechanisms 30F and 30R.

  For example, when a force is applied in the forward direction to the vehicle W supported at a low position, the guide members 81a and 81b of the pair of second steady rest mechanisms 80F and 80R absorb the force. That is, the vehicle W can be prevented from shaking in the front-rear direction.

According to this, the pair of second steady rest mechanisms 80F and 80R can absorb the shaking generated during the operation when the vehicle W is supported at a low position by only the pair of lifting mechanisms 30F and 30R.
That is, it is difficult to secure the strength against shaking generated during work performed with the vehicle W supported at a low position by only the pair of lifting mechanisms 30F and 30R, but the pair of second steadying mechanisms 80F. -It can be secured by providing 80R.
As described above, since the vehicle W can be prevented from shaking in the work at the low position, the work at the low position can be stably performed. For this reason, the work efficiency in the work | work in a low position can be improved.

Here, as described above, the chains 40 and 41 of the pair of elevating mechanisms 30F and 30R and the steady arms 72a to 72c and 75a to 75c of the pair of first steady mechanisms 70F and 70R are respectively connected to the vehicle W and the base. It arrange | positions between the bases 20. Further, the guide members 81a of the pair of second steady rest mechanisms 80F and 80R project outward from the vehicle W in a side view, but are between the lower steady rest arms 72a and 72c and have a small projecting dimension. Therefore, it does not interfere with workers, parts, and the like (for example, movement and operation of the workers, parts conveyance paths, etc.) during work at a low position.
Thus, the pair of lifting mechanisms 30F and 30R, the pair of first steadying mechanisms 70F and 70R, and the pair of second steadying mechanisms 80F and 80R do not interfere with work at a low position. That is, the pair of elevating mechanisms 30F and 30R, the pair of first steady rest mechanisms 70F and 70R, and the pair of second steady rest mechanisms 80F and 80R are arranged at positions that do not interfere with work at a low position by the operator. Therefore, it is possible to improve work efficiency in work at a low position.

The lifting device 10 prevents the vehicle W from shaking only in a state where work is performed, that is, only when lifting is stopped at a high position and a low position.
That is, the structure can be made more compact because only the minimum necessary shaking is prevented.

As described above, the pair of lifting mechanisms 30F and 30R are connected to the pair of support members 50F and 50R, and lift and lower the pair of support members 50F and 50R in the direction of approaching and separating from the base 20, and a high position and It functions as a lifting means for holding the vehicle W at a low position.
The pair of elevating mechanisms 30F and 30R are arranged at positions that do not interfere with work at a high position and work at a low position.
The pair of elevating mechanisms 30F and 30R rotate integrally with each other, and the sprockets 36 and 39, which are a pair of sprockets that rotate in opposite directions, and a pair of support members 50F at the upper end (one end).・ Attached to 50R, the lower end (the other end) is accommodated in the base 20, moved by the rotation of the sprockets 36 and 39, and meshed with each other from the upper end to between the sprockets 36 and 39. Thus, the pair of support members 50F and 50R are provided with a pair of chains 40 and 41 that move up and down in the direction of approaching and separating from the base 20.

The pair of second steady rest mechanisms 80F and 80R function as second steady rest means for supporting the vehicle W held at a low position by the pair of lifting mechanisms 30F and 30R.
The pair of second steady rest mechanisms 80F and 80R are disposed at positions that do not interfere with work at a high position and work at a low position.
The pair of second steady rest mechanisms 80F and 80R include guide members 81a and 81b that support upper ends (one end portions) of the pair of chains 40 and 41 when the vehicle W is supported at a low position.

  When the pair of first steady rest mechanisms 70F and 70R supports the vehicle W at a low position, the steady rest arms 72a to 72c and 75a to 75c are arranged between the vehicle W and the base 20. However, the present invention is not limited to this. That is, each of the steady rest arms 72a to 72c and 75a to 75c may be configured to rotate so as to protrude from between the vehicle W and the base 20 as long as they do not interfere with work at a low position. .

The springs 78a to 78c of the pair of first steady rest mechanisms 70F and 70R are configured to always apply a predetermined magnitude of torque to the respective steady rest arms 72a to 72c and 75a to 75c, but are not limited thereto. Not a thing. That is, the springs 78a to 78c may be configured to apply a predetermined magnitude of torque to the steady arms 72a to 72c and 75a to 75c at least when the vehicle W is supported at a high position.
Further, when the vehicle W can be lowered from a high position to a low position, a predetermined magnitude of torque is applied only to any one of the lower steady arms 72a to 72c and the upper steady arms 75a to 75c. It does not matter.

Thus, the pair of first steady rest mechanisms 70F and 70R function as first steady rest means for supporting the vehicle W held at a high position by the pair of lifting mechanisms 30F and 30R.
Further, the pair of first steady rest mechanisms 70F and 70R are disposed at positions that do not interfere with work at a high position and work at a low position.
The pair of first steady rest mechanisms 70 </ b> F and 70 </ b> R has lower end arms 72 a to 72 c that are pivotally connected to the base 20 at lower ends (one end portions) and pivot when the vehicle W is raised and lowered. The upper end portion (one end portion) is rotatably connected to the pair of support members 50F and 50R, and the lower end portion (the other end portion) is rotated to the upper end portions (the other end portions) of the lower steady rest arms 72a to 72c. The upper stabilization arms 75a to 75c that are movably connected and rotate when the vehicle W is raised and lowered, and the lower stabilization arms 72a in a state where the vehicle W is held at a high position by the pair of lifting mechanisms 30F and 30R. -72c and upper anti-rest arms 75a-75c are urged in a direction corresponding to the rotational direction of lower anti-static arms 72a-72c and upper anti-vibration arms 75a-75c Comprising a spring 78a~78c a biasing member that, a.
Then, the lower steady arms 72a to 72c and the upper steady arms 75a to 75c are arranged in a straight line between the base 20 and the pair of support members 50F and 50R and are stretched against each other, so that the vehicle W is positioned at a high position. On the other hand, when the vehicle W is lowered from a high position, the tension state is released by the urging force of the springs 78a to 78c, and the vehicle W can move following the lowering of the vehicle W.

  The pair of elevating mechanisms 30F and 30R is only required to be able to raise and lower the vehicle W from a low position to a high position and to be disposed at a position that does not interfere with work at a high position and a low position, and is limited to this embodiment. It is not what is done. However, the pair of elevating mechanisms 30F and 30R has high rigidity as in the present embodiment and uses the chains 40 and 41 from the viewpoint that a large space can be formed when the vehicle W is supported at a high position. Is preferred.

  The pair of first steady rest mechanisms 70 </ b> F and 70 </ b> R are not limited to the present embodiment as long as they can support the vehicle W at a high position and are disposed at positions that do not interfere with work at high and low positions. . That is, the pair of first steady rest mechanisms 70F and 70R are configured by wires that stretch in a straight line between the base 20 and the pair of support members 50F and 50R when the vehicle W is supported at a high position. It doesn't matter. Moreover, you may comprise by providing the engaging part engaged with chain 40 * 41, when supporting the vehicle W in a high position.

  The pair of second steady rest mechanisms 80 </ b> F and 80 </ b> R are not limited to the present embodiment as long as they can support the vehicle W at a low position and are disposed at positions that do not interfere with work at high and low positions. . That is, the pair of second steady rest mechanisms 80F and 80R have substantially the same length as the bottom surfaces of the arms 53 and 53 of the pair of support members 50F and 50R when the vehicle W is supported at a low position from the top surface of the base 20. A structure in which a rod-like member having a thickness is attached to the lower surfaces of the arms 53 and 53 may be employed. Further, the meshed chains 40 and 41 may be supported from the inside of the chains 40 and 41.

  The configuration of the pair of support members 50F and 50R is not limited to the present embodiment. That is, the pair of supporting members 50F and 50R may be mounted and fixed so that the work can be performed at a high position.

  Next, an assembly line (hereinafter simply referred to as “assembly line”) of the vehicle W according to the present embodiment will be described. First, the configuration of a general assembly line L101 will be described.

  As shown in FIG. 8, the assembly line L101 is provided with a trim line L110, a chassis line L120, and a final line L130.

  In trim line L110, interior parts are mainly attached to vehicle W on which the painting process has been performed. In such a trim line L110, the work is performed with the vehicle W supported at a low position (see FIG. 10A).

  In the chassis line L120, an attachment operation of an undercarriage component such as an engine is mainly performed on the vehicle W that has been operated on the trim line L110. In such a chassis line L120, the work is performed with the vehicle W supported at a high position (see FIG. 10B).

In the final line L130, the exterior parts are mainly attached to the vehicle W that has been operated on the chassis line L120. In such a final line L130, the work is performed with the vehicle W supported at a low position.
The vehicle W that has completed the work on the final line L130 is subjected to an inspection process such as measurement of wheel alignment.

  In such an assembly line L101, the vehicle W is transported in a direction along the traveling direction of the vehicle W (hereinafter referred to as “vertical direction”), and a direction along the width direction of the vehicle W (hereinafter, referred to as “longitudinal direction”). It is conceivable that the vehicle W is transported in the “transverse direction”.

  As shown in FIG. 9, the dimension of the vehicle W is generally set so that the dimension W10 in the width direction of the vehicle W is shorter than the dimension W11 in the traveling direction of the vehicle W. Accordingly, the distance between the adjacent vehicles W, more specifically, between the centers of the adjacent vehicles W is greater when the vehicle W is transported in the lateral direction than when the vehicle W is transported in the vertical direction. It is considered that the distance (hereinafter referred to as “vehicle pitch P”) can be shortened.

  In the chassis line L120, the worker performs work from below the vehicle W (see FIG. 10B). For this reason, when the vehicle W is supported by a device that does not interfere with workers, parts, or the like (for example, movement or movement of the workers, a part conveyance path, etc.) during work on the chassis line L120, Whether the vehicle W is transported in either the direction or the lateral direction, it can be transported in a state where the adjacent vehicles W are brought close to each other.

  Therefore, as shown in FIG. 8, in the chassis line L120, the vehicle W is supported by the elevating device 10, and the vehicle pitch P can be shortened by conveying the vehicle W in the lateral direction, so that the line length can be shortened. .

  On the other hand, in the trim line L110 and the final line L130, the worker performs work at the same height position as the vehicle W (see FIG. 10A).

In the trim line L110 and the final line L130, when the vehicle W is transported in the lateral direction, it is not necessary for the operator to move between the adjacent vehicles W in the operation or the like in the engine (engine compartment). The vehicle can be transported with the vehicle W approaching.
For such work in the encoper, when the vehicle W is transported in the vertical direction, it is necessary for the worker to move between the adjacent vehicles W. It is necessary to form a gap between them.
For such work, it is preferable to transport the vehicle W in the lateral direction. Hereinafter, an operation that preferably transports the vehicle W in such a lateral direction will be referred to as a “transverse operation”.

On the other hand, as shown in FIG. 9, in the operation of carrying the component W1 into the room of the vehicle W, when the vehicle W is transported in the lateral direction, it is necessary to carry the component W1 between the adjacent vehicles W. Therefore, it is necessary to separate the adjacent vehicles W and form a gap between the vehicles W to allow the parts W1 to be carried in. In particular, in order to carry in a component W1 that is long in the width direction of the vehicle W, such as an instrument panel (instrument panel), it is necessary to increase the gap. That is, it is necessary to increase the vehicle pitch P in relation to the loading locus of the part W1.
The operation of carrying such a part W1 into the room of the vehicle W does not require the operator to move between the adjacent vehicles W when the vehicle W is transported in the vertical direction. Can be transported with W approaching.
For such work, it is preferable to transport the vehicle W in the vertical direction. Hereinafter, an operation that preferably conveys the vehicle W in such a vertical direction is referred to as a “vertical feed operation”.

  In the trim line L110 and the final line L130 in which the vertical feeding operation and the horizontal feeding operation are performed, the vehicle pitch P is shortened by simply conveying the vehicle W in the horizontal direction as compared with the case of conveying the vehicle W in the vertical direction. Can not. That is, the line length of the trim line L110 and the final line L130 cannot be shortened.

  Further, in the trim line L110 and the final line L130, when the vehicle W is transported in the lateral direction, an operator who performs a work corresponding to a longitudinal feeding work such as a work of carrying the component W1 into the vehicle W interior of the vehicle W It is necessary to go outside (see the symbol M shown in FIG. 9).

  That is, compared with the case where the vehicle W is transported in the vertical direction, the walking distance of the worker is increased, so that the burden on the worker is increased and the work man-hour is increased. That is, in the trim line L110 and the final line L130, when the vehicle W is transported in the horizontal direction, the line length is not significantly changed compared to the case where the vehicle W is transported in the vertical direction, and the walking distance of the worker is As the number increases, the number of work steps increases.

  Therefore, as shown in FIG. 8, the general trim line L110 and the final line L130 convey the vehicle W in the vertical direction.

  Next, the assembly line L1 of this embodiment will be described. As shown in FIG. 7, in the assembly line L1, a trim line L11, a chassis line L12, and a final line L32 are provided.

  In the trim line L11, the vehicle W is supported at a low position by using the lifting device 10, and the vehicle W is conveyed in the vertical direction. In trim line L11, the operation | work corresponding to the vertical feed operation in the general trim line L110 is performed with respect to the vehicle W in which the painting process was performed.

  In the chassis line L21, the vehicle W is supported using the elevating device 10, and the vehicle W is conveyed in the lateral direction. The chassis line L21 is a single line that circulates. In the chassis line L21, work is performed on the vehicle W by changing the height position that supports the vehicle W at the points S12, S21, and S31.

  At the point S12, the vehicle W is supported at a low position by the elevating device 10, and the work corresponding to the lateral feed work in the general trim line L110 is performed on the vehicle W that has been worked on the trim line L11.

  For the vehicle W that has been operated at the point S12, at the point S21, an operation corresponding to the operation at the general chassis line L120 is performed. During the work, the vehicle W is raised by the drive transmission mechanism 60 of the lifting device 10 to support the vehicle W at a high position.

  For the vehicle W that has been operated at the point S21, at the point S31, an operation corresponding to the transverse feed operation at the general final line L130 is performed. At the time of the work, the vehicle W is lowered by the drive transmission mechanism 60 of the lifting device 10 to support the vehicle W at a low position.

  In the final line L32, the vehicle W is supported at a low position by using the lifting device 10, and the vehicle W is conveyed in the vertical direction. In the final line L32, the work corresponding to the vertical feed work in the general final line L130 is performed with respect to the vehicle W in which work was performed in the chassis line L21.

  In such a trim line L11 and final line L32, as shown in FIG. 7 and FIG. 8, compared with the general trim line L110 and final line L130, the work corresponding to the lateral feed work is not performed. Line length is shortened.

In addition, when performing work corresponding to horizontal feed work and work corresponding to vertical feed work on a line in which the conveyance direction is fixed in either the vertical direction or the horizontal direction, it corresponds to the vertical feed work. Either the work or the work corresponding to the lateral feed work needs to be performed by moving between the adjacent vehicles W. That is, it is necessary to form a gap that allows the work to be performed between the adjacent vehicles W, and the vehicle pitch P, that is, the line length becomes long.
On the other hand, at the trim line L11 and the final line L32, only the work corresponding to the vertical feed work is performed while the vehicle W is conveyed in the vertical direction. For this reason, since it is not necessary to form a gap between the adjacent vehicles W, the vehicle pitch P, that is, the line length is further shortened.

In the chassis line L21, compared to the general chassis line L120, the line length becomes longer by the amount corresponding to the work corresponding to the lateral feed work at the points S12 and S31.
However, since the work corresponding to the lateral feed work is performed by transporting the vehicle W in the lateral direction, there is no need to form a gap between the adjacent vehicles W. That is, at the point S12 and the point S31, the adjacent vehicles W can be transported in a close state.

Further, in the chassis line L21, the vehicle W is supported by the elevating device 10, and therefore, when working at a high position and working at a low position, workers, parts, etc. Etc.) does not interfere with the lifting device 10. Therefore, at the point S21, each adjacent vehicle W can be transported in a close state.
That is, in the chassis line L21, it can convey in the state which made each adjacent vehicle W approach.

  According to this, since it can convey in the state which approached each adjacent vehicle W in the assembly line L1 whole, the line length can be shortened compared with the line length of the general assembly line L101.

  In addition, the work corresponding to the lateral feeding work at the points S12 and S31 is performed by transporting the vehicle W in the lateral direction, so that the work corresponding to the lateral feeding work at the points S12 and S31 is performed in the vertical direction. Compared with the case where the vehicle W is transported, the worker's walking distance can be reduced. That is, the burden on the worker can be reduced and the number of work steps can be shortened.

Further, by changing the conveyance direction of the vehicle W in the middle of the general trim line L110 and the final line L130, the line length can be shortened as in the assembly line L1 of the present embodiment. Cost increases.
On the other hand, when the work corresponding to the transverse feed work in the general trim line L110 and the general final line L130 is performed in the chassis line L21 that conveys the vehicle W in the transverse feed direction as in the present embodiment, the line is halfway Since the transport direction of the vehicle W is not changed by the section, the cost of the transport conveyor does not increase.

As described above, in the assembly line L1 using the lifting device 10, the vehicle W can be supported at a high position and a low position by one line, and an operator, a part, or the like at the time of work at a high position and a low position. Since the elevating device 10 does not interfere with (for example, the movement and operation of the worker and the part conveyance path), the line length can be reduced.
In addition, since there is no restriction on the height position of work performed on the vehicle W in one line, the assembly line L can be widely constructed.

10 Lifting device 20 Base 30F / 30R Lifting mechanism (lifting means)
50F / 50R Support member 70F / 70R First steady stop mechanism (first steady stop means)
80F / 80R Second steady rest mechanism (second steady rest means)
L1 Assembly line W Vehicle

Claims (4)

A lifting device that supports the vehicle at the high position and the low position when performing predetermined work on the vehicle at a high position and a low position,
The base,
A support member on which the vehicle is mounted and fixed;
Elevating means coupled to the support member, elevating and lowering the support member toward and away from the base, and holding the vehicle at the high position and the low position;
First steadying means for supporting the vehicle held at the high position by the lifting means;
Second steadying means for supporting the vehicle held at the low position by the lifting means;
Comprising
The lifting means, the first steadying means and the second steadying means are:
Arranged at a position that does not interfere with work at the high and low positions,
lift device. The first steady rest means includes
A lower steadying arm that has one end rotatably connected to the base and that rotates when the vehicle is raised and lowered;
One end is pivotally connected to the support member, and the other end is pivotally connected to the other end of the lower steadying arm, and is pivoted when the vehicle is raised and lowered. Arm,
In a state where the vehicle is held at the high position by the elevating means, at least one of the lower steady-rest arm and the upper steady-rest arm is rotated in the rotational direction of the lower steady-rest arm and the upper steady-rest arm. A biasing member that biases in a direction corresponding to
With
The lower steady rest arm and the upper steady rest arm are
By supporting the vehicle at a high position by stretching between the base and the support member,
When lowering the vehicle from a high position, the tension state is released by the urging force of the urging member, and the vehicle moves following the descent of the vehicle.
The lifting device according to claim 1. The lifting means is
A pair of sprockets that rotate together and rotate in opposite directions;
One end is attached to the support member, and the other end is accommodated in the base, is moved by the rotation of the pair of sprockets, and is engaged with each other from the one end to the pair of sprockets. A pair of chains that raise and lower the support member in a direction of approaching and separating from the base;
With
The second steady rest means includes
A guide member that supports one end of the pair of chains when the vehicle is supported at the low position;
The lifting apparatus according to claim 1 or 2.   The assembly line of the vehicle using the raising / lowering apparatus as described in any one of Claim 1- Claim 3.

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