JP2013067315A

JP2013067315A - Spring roller caster

Info

Publication number: JP2013067315A
Application number: JP2011208413A
Authority: JP
Inventors: 栄喜 ▲高▼野; Hideyoshi Takano
Original assignee: Individual
Current assignee: Individual
Priority date: 2011-09-26
Filing date: 2011-09-26
Publication date: 2013-04-18
Anticipated expiration: 2031-09-26
Also published as: JP5127970B1

Abstract

PROBLEM TO BE SOLVED: To easily perform transportation and traveling by a hand truck by alleviating a shock during traveling caused by ruggedness and a step of a road surface by the contraction and elongation of a spring and reducing the change of the resistance of a ground surface.SOLUTION: In a spring roller 4, spring guide holes 19 are radially arranged at equal intervals between an outer wheel 2 and an inner wheel 7, and a protruding cam stop surface 20 is provided at one end so that a protruding spring receiving cam 8 may not jump out by the elongation of the spring. Thereby, the shock caused by the ruggedness and the step of the road surface can be absorbed by the contraction and elongation of the springs 11 to 18 provided in a rolling direction by the use of the spring roller, and smooth traveling can be carried out.

Description

本発明は路地の凹凸が車輪からキャスタを介して台車の積荷に与えるショックを柔らげ走行をスムーズに行なう事を図ったスプリングローラキャスタに関する。 The present invention relates to a spring roller caster designed to soften the shock that the unevenness of the alley causes from the wheels to the cargo of the carriage via the casters and to smoothly run.

従来の台車用キャスタは（例えば特許文献参照）走行中に、路地の凹凸や段差によるショックと振動を諸に積荷や手に受け荷崩れ、荷の損傷や衝撃音となり運搬に困難を来していた。 Conventional cart casters (see, for example, patent documents) suffer from shocks and vibrations caused by bumps and bumps in the alleys, and load collapses in the load and hands, causing damage to the load and impact noise, making it difficult to transport. It was.

特開２００８−１４３２０４号公報JP 2008-143204 A 特開２００５−９６７１７号公報JP 2005-96717 A

以上に述べた従来のキャスタはショックを緩和する構造ではないので走行中の音も高く手に伝わる振動も大きかった。 Since the conventional casters described above are not designed to reduce shock, the sound during running was high and the vibration transmitted to the hands was large.

本発明は従来のキャスタが有していた問題を解決しようとするもので路地の凹凸、段差によるショックを柔らげ台車での運搬を円滑に行なう事を目的とする。 An object of the present invention is to solve the problems of conventional casters, and it is an object of the present invention to soften a shock caused by unevenness and a step of an alley and smoothly carry the cart.

そして、本発明は上記目的を達成するために軸受３を設けた内輪７と外輪２の間に等間隔で放射状に設けたスプリングガイド穴１９付のスプリングローラ４を設ける。
スプリングガイド穴１９にはスプリング１１〜１８とそれぞれにスプリング受カム８を設ける。 In order to achieve the above object, the present invention provides the spring roller 4 with the spring guide holes 19 provided radially at equal intervals between the inner ring 7 provided with the bearing 3 and the outer ring 2.
The spring guide holes 19 are provided with springs 11 to 18 and spring receiving cams 8 respectively.

図６に示すようにキャスタフレーム１に組込んだ外輪２が転がる途中路面の凸部Ｇに当り乗り上げると、スプリング１１、１２、１８がショックを受け縮み衝撃を柔らげ音も小さく積荷への振動も小さく荷崩れも起こさない。 As shown in FIG. 6, when the outer ring 2 incorporated in the caster frame 1 hits the convex part G on the road surface while rolling, the springs 11, 12, and 18 receive the shock, contract the shock, reduce the noise, and vibrate to the load. The cargo will not collapse.

図５で、ストッパプレート５は最大荷重時ストップ面６で止る。この時でもスプリング１１の縮み代は残っている。 In FIG. 5, the stopper plate 5 stops at the stop surface 6 at the maximum load. Even at this time, the shrinkage allowance of the spring 11 remains.

又、自転車のタイヤなら空気は減るとタイヤがへこみ接地面の抵抗が増すが、本発明の外輪２は変形しないので円滑に転げる。 In the case of a bicycle tire, if the air is reduced, the tire is dented and the resistance of the ground contact surface is increased.

又、外輪２をゴム等のクッションを有する素材に変えればスプリングと共用で２重のショック予防となり、さらに円滑走行が行なえる。 Moreover, if the outer ring 2 is changed to a material having a cushion such as rubber, double shocks can be prevented in common with the spring, and smooth running can be performed.

又、首振りキャスタとして構成、自転車の車軸に組込み、乳母車のキャスタ、キャリーバックのキャスタ、宅配便の台車用キャスタ等に構成すれば利用価値は広い。 Further, if it is configured as a swing caster, built in a bicycle axle, a caster for a baby carriage, a caster for a carry bag, a caster for a courier truck, etc., the utility value is wide.

キャスタフレーム１にローラ軸受３で、スプリングローラ４を組込んだ無負荷時のスプリングローラキャスタ外形図。FIG. 3 is an external view of a spring roller caster when no load is applied, in which a roller roller 3 and a spring roller 4 are incorporated in the caster frame 1. スプリングローラ無負荷時の図１のＡ−Ａ断面図。AA sectional drawing of FIG. 1 at the time of a spring roller no load. スプリングローラ無負荷時の図２のＢ−Ｂ断面図。The BB sectional drawing of Drawing 2 at the time of a spring roller no load. 最大荷重時のスプリングローラキャスタ外形図。Spring roller caster outline drawing at maximum load. 路面の凸部Ｇにスプリングローラの外輪２が乗り上げ最大荷重時の図４のＣ−Ｃ断面図。FIG. 5 is a cross-sectional view taken along the line CC in FIG. 4 when the outer ring 2 of the spring roller rides on the convex part G of the road surface and the maximum load is applied. 路面の凸部Ｇに乗り上げたスプリングローラの図５のＤ−Ｄ断面図。DD sectional drawing of FIG. 5 of the spring roller which got on the convex part G of a road surface. 図６のスプリング１２部の拡大断面図。The expanded sectional view of the spring 12 part of FIG. 図６のスプリング１１部の拡大断面図。The expanded sectional view of the spring 11 part of FIG.

本発明は路面上の障害物や段差を円滑に乗り起えることが出来るようにしたスプリングローラに関する。
以下実施形態を図１〜図８に基づいて説明する。 The present invention relates to a spring roller capable of smoothly getting up obstacles and steps on a road surface.
Hereinafter, embodiments will be described with reference to FIGS.

図１ではキャスタフレーム１に外輪２スプリングローラ４がローラ軸受３で組込まれた無負荷時の外形図で、図３に示すように、同じスプリング１１〜１８が凸スプリング受カム８と内輪７で保持され、ローラ軸受３により図２に示すようにキャスタフレーム１に組込まれているので外輪２とローラ軸受３は同心である。 FIG. 1 is an external view of the caster frame 1 in which the outer ring 2 spring roller 4 is assembled with the roller bearing 3 at no load, and the same springs 11 to 18 are formed by the convex spring receiving cam 8 and the inner ring 7 as shown in FIG. The outer ring 2 and the roller bearing 3 are concentric because they are held and incorporated in the caster frame 1 by the roller bearing 3 as shown in FIG.

図２は図１のＡ−Ａ断面図で外輪２内のスプリングローラ４はローラ軸受３中心に転がる。ローラ軸受３には、内輪７が同心で回転するように両側にカラ９スプリングローラ４の両側にストッパプレート５をキャスタフレーム１にそれぞれが回転時摩擦しないように隙間を作りローラ軸受３に通しキャスタフレーム１にローラ軸受ナット１０で固定している。内輪７と凸スプリング受カムの接触面のアールを合わせるために内輪７は凹アール凸スプリング受カム８は凸アールにし内輪７がそれぞれの凸スプリング受カム８を同心で転がりやすくする。 FIG. 2 is a cross-sectional view taken along the line AA of FIG. 1, and the spring roller 4 in the outer ring 2 rolls around the center of the roller bearing 3. The roller bearing 3 has a stopper plate 5 on both sides of the collar 9 spring roller 4 on both sides so that the inner ring 7 rotates concentrically. It is fixed to the frame 1 with a roller bearing nut 10. In order to match the radius of the contact surface between the inner ring 7 and the convex spring receiving cam, the inner ring 7 makes the concave round convex spring receiving cam 8 the convex round, and the inner ring 7 makes each convex spring receiving cam 8 concentric and easy to roll.

図３は図２のＢ−Ｂ断面図でスプリングローラ４に放射状に設けたスプリングガイド穴１９に配置したバネ状スプリング１１〜１８の片端は外輪２の内面で受け反対側端は凸スプリング受カム８で保持している、それぞれのスプリング受カム８は内輪７の外周に接しているのでローラ軸受３と外輪２は同心で回転する。 3 is a cross-sectional view taken along the line B-B of FIG. 2. One end of each of the spring-like springs 11 to 18 disposed in the spring guide hole 19 provided radially on the spring roller 4 is received by the inner surface of the outer ring 2 and the opposite end is a convex spring receiving cam. Since each spring receiving cam 8 held at 8 is in contact with the outer periphery of the inner ring 7, the roller bearing 3 and the outer ring 2 rotate concentrically.

図４はスプリングローラの外輪２が路面の凸部Ｇに衝突し最大荷重を受けストッパプレート５がストップ面６に当たった所を示す。図１に示す無負荷時のストッパプレート５の位置と図４のストッパプレート５がストップ面６に当たった位置の差がスプリング１１〜１８の稼動差（縮み代）。 FIG. 4 shows a state where the outer ring 2 of the spring roller collides with the convex portion G of the road surface, receives a maximum load, and the stopper plate 5 hits the stop surface 6. The difference between the position of the stopper plate 5 at the time of no load shown in FIG. 1 and the position where the stopper plate 5 of FIG. 4 hits the stop surface 6 is the operating difference (shrinkage allowance) of the springs 11-18.

図５は図４のＣ−Ｃ断面図で１キャスタフレーム１に組込まれたスプリングローラ４は路面の凸部Ｇより外輪２、ローラ軸受３、内輪７へと伝わった最大荷重を受け凸スプリング受カム８がスプリング１１と前後のスプリング１２、１８を押し下げる。スプリングローラ４の両側のストッパプレート５はストップ面６で止る。その時スプリング１１はわずかな縮み代を残している。キャスタフレーム１に組込まれたローラ軸受３は、内輪７、カラ９、ストッパプレート５、ローラ軸受ナット１０、キャスタフレーム１と共にスプリングローラ４の両側面を上下する。又、ストッパプレート５の外径は最大荷重時でもスプリングローラ４の内径より大きいためゴミの進入も防ぐ。 FIG. 5 is a cross-sectional view taken along the line CC of FIG. 4. The spring roller 4 incorporated in one caster frame 1 receives the maximum load transmitted from the convex portion G of the road surface to the outer ring 2, the roller bearing 3, and the inner ring 7. The cam 8 pushes down the spring 11 and the front and rear springs 12 and 18. Stopper plates 5 on both sides of the spring roller 4 stop at stop surfaces 6. At that time, the spring 11 leaves a slight contraction allowance. The roller bearing 3 incorporated in the caster frame 1 moves up and down the both sides of the spring roller 4 together with the inner ring 7, the collar 9, the stopper plate 5, the roller bearing nut 10, and the caster frame 1. Further, since the outer diameter of the stopper plate 5 is larger than the inner diameter of the spring roller 4 even at the maximum load, entry of dust is prevented.

縮んだスプリング１１の反対のスプリング１５は凸スプリング受カム８と共に伸び図７の凸スプリング受カムストップ面２０で止り飛び出さない荷重の大小にはスプリングの大きさ（強さ）を変えることにより対応する。 The spring 15 opposite to the contracted spring 11 extends together with the convex spring receiving cam 8 and responds by changing the size (strength) of the spring to the magnitude of the load that does not stop and protrude at the convex spring receiving cam stop surface 20 of FIG. To do.

図６は図５のＤ−Ｄ断面で最大荷重を受けた力はローラ軸受３、内輪７、凸スプリング受カム８へと伝わりスプリング１１と両側のスプリング１２，１８が縮みショックを吸収する。 In FIG. 6, the force receiving the maximum load in the DD section of FIG. 5 is transmitted to the roller bearing 3, the inner ring 7, and the convex spring receiving cam 8, and the spring 11 and the springs 12 and 18 on both sides are contracted to absorb the shock.

又、ショックを受けないスプリング１３〜１７は伸びきりそれぞれ図７の凸スプリング受カムストップ面２０で止る。 Further, the springs 13 to 17 which are not subjected to shock are fully extended and stopped at the convex spring receiving cam stop surface 20 of FIG.

内輪７が回転する方向のそれぞれの凸スプリング受カム８とスプリングは荷と路面の凸部の大小により縮み伸びを繰り返す荷重は常に中心と前後のスプリングで受けるのでクッションは安定する。 Each of the convex spring receiving cams 8 and springs in the direction in which the inner ring 7 rotates is subjected to a load that repeatedly contracts and expands due to the size of the load and the convex portion of the road surface, and the cushion is stabilized because the load is always received by the center and the front and rear springs.

図７は内輪７が荷重を受け凸スプリング受カム８を押え始めると傾き押えられた方のスプリングは縮み、反対側のスプリングはスプリング逃がし面２２と凸スプリングカム修導面２３へと伝わりスプリングガイド穴１９を押し下げられる。それぞれのスプリングの縮み伸びを円滑に行なう時、凸スプリング受カム８は重要な役割を担う。 FIG. 7 shows that when the inner ring 7 receives a load and starts to press the convex spring receiving cam 8, the spring whose inclination is pressed contracts, and the spring on the opposite side is transmitted to the spring relief surface 22 and the convex spring cam guide surface 23, and the spring guide. The hole 19 can be pushed down. The convex spring receiving cam 8 plays an important role when each of the springs is smoothly contracted and expanded.

図８は内輪７から最大荷重を直上に受け凸スプリング受カム８がスプリング１１を最大に縮めた拡大図でこの時、図５のストッパプレート５が６ストップ面に当り止っているためスプリング１１は縮み代を少し残した状態。 FIG. 8 is an enlarged view in which the convex spring receiving cam 8 receives the maximum load directly from the inner ring 7 and contracts the spring 11 to the maximum. At this time, the stopper plate 5 of FIG. State that left a little shrinkage.

以上のように本実施形態はスプリングローラ４が転がる方向の３個のスプリングに積荷の大小、路面の凸部の大小を伝え転動しながら台車を握る手、積荷へのショックも小さくし円滑な走行を行なう。 As described above, the present embodiment conveys the size of the load and the size of the convex portion of the road surface to the three springs in the direction in which the spring roller 4 rolls, and the hand that grips the cart while rolling and the shock to the load is reduced and smooth. Run.

スプリングガイド穴１９は凸スプリング受カムとスプリング１１〜１８が往復運動をするためストッパプレート５の隙間より注油すれば動きも良くなる。 The spring guide hole 19 reciprocates between the convex spring receiving cam and the springs 11 to 18 so that if the oil is injected from the gap between the stopper plates 5, the movement is improved.

１．キャスタフレーム
２．外輪
３．ローラ軸受
４．スプリングローラ
５．ストッパプレート
６．ストップ面
７．内輪
８．凸スプリング受カム
９．カラ
１０．ローラ軸受ナット
１１〜１８. スプリング
１９. スプリングガイド穴
２０. 凸スプリング受カムストップ面
２１. 凸スプリング受カム内輪修導面
２２. 凸スプリング受カム逃がし面
２３. 凸スプリング受カムスプリング修導面
Ｇ. 路面の凸部 1. Caster frame Outer ring 3. 3. Roller bearing Spring roller 5. Stopper plate 6. Stop surface Inner ring 8. 8. Convex spring receiving cam Kara 10. Roller bearing nuts 11-18. Spring 19. Spring guide hole 20. Convex spring receiving cam stop surface 21. Convex spring receiving cam inner ring guiding surface 22. Convex spring receiving cam relief surface 23. Convex spring receiving cam spring guiding surface G . Projection on road surface

Claims

It has a spring roller with spring guide holes arranged radially on the inner side of the outer ring. A convex spring receiving cam spring is arranged in the hole, and shocks received from the convex part of the road surface are received by the outer ring, roller bearing, inner ring, and convex spring receiver. A spring roller caster that is designed to soften the shock by the contraction and extension of each spring that is transmitted to the cam spring.

2. A spring roller caster according to claim 1, wherein a convex spring receiving cam is disposed between the inner ring in the spring roller and the spring.

The spring roller caster according to claim 1 or 2, wherein a cam stop surface is provided at an inner diameter side end of the spring guide hole.

4. A spring roller caster according to claim 1, wherein stopper plates are arranged on both sides of the spring roller so as to stop against the inner surface of the outer ring when the load is maximum.

The spring roller caster according to any one of claims 1 to 4, wherein a different material is used for the outer ring.