JP3226071U - Freight rack - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rack for freight transportation in which the weight of the rack itself is suppressed while significantly increasing the load capacity and the load weight of cargo. A freight transport rack comprises a beam A1 and a loading upper part constituted by a beam A2 connecting the beams A1 and leg parts B1 and B2 formed at both ends thereof. The loading upper part and the leg part are directly welded. Alternatively, the joint is indirectly connected by a joint that is stronger than welding. The beam A1 used for the loading upper part uses a material having a section modulus of 45 cm3 or more and a yield point or proof stress of 200 MPa or more, and is connected vertically to the loading top, and has a section modulus of 20 cm3 or more and a yield point or proof stress of 200 MPa. The above-mentioned leg B1 or the leg B2 obliquely connected to the loading upper part and having a section modulus of 20 cm3 or more and a yield point or proof stress of 200 MPa or more is included. The legs B1 and B2 are reinforced by a reinforcing plate D1. [Selection diagram] Fig. 3

Description

  The present invention relates to a cargo transportation rack that enables efficient loading of cargo on a bed in transportation using a large transportation vehicle (hereinafter referred to as a truck).

  In order to effectively utilize the empty space above the loaded cargo, there is a cargo transportation rack in which a rack is installed above the cargo and further cargo is loaded on the rack.

Design registration No. 1632503 public information Design registration No. 0920802 public information

When using multiple freight transportation racks for transportation by heavy truck, the conventional racks with a short shape in the front-rear direction can carry a relatively small amount of cargo per rack. There is a problem that the number of units increases and workability and loading efficiency decrease. In order to solve the problem, there is a freight transportation rack that is extended in the front-rear direction, but it has a low withstand load, and if a heavy load exceeding it is loaded, the rack will be deformed and buckled. If large braces are placed on the sides to prevent the deformation, the workability of loading, which is an advantage of the wing truck, is reduced.
That is, it was not possible to achieve both an increase in the loaded weight and an extension of the freight rack. Moreover, since the maximum load capacity of the truck is limited, it is necessary to reduce the weight of the freight transportation rack itself.

The present invention relates to the structure of a freight transport rack, and is a rack in which the weight of the rack itself is suppressed while significantly increasing the load capacity and load weight of cargo.
(A) Significantly increase the loading weight (b) Reduce the weight of the freight transport rack itself due to (a).
(C) Improving workability of the loading section This was devised to solve the above problems.

The freight transport rack according to the present invention comprises a beam A1 and a loading upper part constituted by a beam A2 connecting the beams A1 and a leg part constituted by a leg B1 and a leg B2 at both ends thereof. The legs are either directly welded or indirectly connected by a joint that is stronger than the weld. The beam A1 used for the loading upper part uses a material having a section modulus of 45 cm ³ or more and a yield point or proof stress of 200 MPa or more, and is connected vertically to the loading top, and has a section modulus of 20 cm ³ or more and a yield point or proof stress. Has a leg portion B1 of 200 MPa or more, or a leg portion B2 obliquely connected to the loading upper portion and having a section modulus of 20 cm ³ or more and a yield point or a yield strength of 200 MPa or more. This B1 or B2 is reinforced by reinforcing plates D1 and D2. With this structure, the load capacity in the front, rear, left, right, up, and down directions can be improved, while the weight of the rack itself is reduced, and the upper part of the rack can be loaded more than ready-made products. Further, the present invention relates to the structure of a freight transportation rack that has a structure that has a top plate that does not allow a worker or cargo to slip easily while being visible from below, and that has strength for safely transporting freight.

Hereinafter, the present invention will be described in more detail with reference to the embodiments shown in the drawings.
The technical scope of the present invention is not limited to the following description and drawings.

  Since the freight transport rack is loaded with freight and mounted on the bed of a truck for transportation, a strong load is applied in various directions due to acceleration during transportation. The load can be considered by disassembling it in the left-right direction (x direction), the front-back direction (y direction) and the up-down direction (z direction) of the track.

  The material used for the freight transportation rack of the present invention is a material having a yield point or proof stress of 200 MPa or more. As a specific material, a square steel pipe for general structure is inexpensive and easily available, and its mechanical properties are standardized in JIS standard, so that it is easy to use, but there is no problem even if other materials and shapes are used.

  (I) The length of the beam A1 in the front-rear direction can be easily transported by a forklift after securing the load capacity, and the length is 2.5 m, which is the length at which the present weight-resistant structure is effective. Limited to 7m. In the vertical direction (z direction) of the beam A1, the outer dimension of the largest part in the cross section of the rectangular structural steel pipe for general structure is the outer height (H), and the outer dimension of the largest part in the left and right direction (x direction) is the outer dimension. When the width (W) is used, the strength per unit weight when the outer height of the beam is the same increases logarithmically with the increase of the outer width. In terms of the structure, in order to secure the strength while suppressing the weight, it is preferable that the number of the beams A1 is three, which can suppress the increase in the weight to the minimum while ensuring the safety. Considering the outer height of the beam A1 of the lower cargo front, considering the size of the cargo bed such as a truck, 180 mm or less is preferable in order to obtain a wide frontage.

Under the above conditions, the outer width (W) and the outer height (H) are 125 mm, and the cross-section coefficient is 45 cm ³ or more. Compared to the case of using four general structural rectangular steel pipes having an outer height (H) of 75 mm and a sectional modulus of less than 45 cm ³ , the load resistance was improved by 224% in the vertical direction (z direction).
Also, compared with the case of using four general structural rectangular steel pipes having an outer width (W) of 75 mm and an outer height (H) of 125 mm and a cross-sectional modulus of less than 45 cm ³ , the load bearing capacity is vertical (z direction). The improvement was 9.6%, and the improvement in the left-right direction (x direction) was 44.9%. The weight is reduced by 5.5%.

(II) Regarding the dimensions of the legs, it is necessary to consider deformation in the front-rear direction (y direction). The legs have a cantilever structure with the loading upper part as a fulcrum. Further, by obliquely arranging the leg portion B2 from the upper portion of the load to the ground plane, the deformation of the connection portion between the leg portion and the upper portion of the load in the front-back direction (y direction) and the left-right direction (x direction) is prevented. You can In order to improve the durability of B1 and B2 to the load in the front-rear direction, use four or more rectangular steel pipes for general structure having a section modulus of 20 cm ³ or more and a side of 75 mm or more in total for B1 and B2. . When three square steel pipes for general structure with a side of 75 mm are used for B1 and two for B2 (angle of 50 ° with the loading upper part) and welded to the loading upper part, there are only 75 mm square materials on each side. Compared with the case of using and welding, the load resistance in the front-rear direction (y direction) was improved by 200% or more in consideration of the increase in the connection area. The withstand load in the left-right direction (x direction) is sufficient as compared with the withstand load in the other directions.

  Regarding the number of legs, the total number of legs B1 and B2 is preferably 4 or more and 8 or less on one side in consideration of improvement of load resistance in the front-rear direction (y direction) and weight.

As for the legs, by attaching the member D1 on the connection boundary between the legs and the upper portion of the stack, it can be expected to contribute to the withstand load in the front-rear direction (y direction). Further, it is expected that the effect is increased by arranging D2 at the inner angle between the leg portion and the upper portion of the loading, but if D2 is too large, it interferes with the cargo and interferes with the loading work. D2 is preferably 7.5 cm ³ or more 120 cm ³ or less.

By combining the structures of (I) and (II), it is possible to suppress an increase in weight while significantly improving the loading load.
The beam A2 has a size that fits within the width of the truck bed, bears the load, and takes into consideration the balance during transportation.

1 is a schematic view (right) of the present invention. 1 is a schematic view (top) of the present invention. 1 is a schematic view (front) of the present invention. 1 is a schematic view (bottom) of the present invention. 1 is a schematic view of a cross section of a beam A1 of the present invention.

A1 Beam on top of loading (vertical)
A2 Beam on top of loading (horizontal)
B1 leg (vertical)
B2 leg (oblique)
C1 ground contact portion D1 reinforcing metal fitting D2 reinforcing metal fitting W A1 cross sectional width H A1 cross sectional height E. M. Top plate (expanded metal)

Claims (3)

A cargo transportation rack comprising a loading upper portion and legs, wherein the loading upper portion configured by the beam A1 and a beam A2 connecting the beams A1 and the leg portions B1 and B2 at the front and rear ends thereof. In a cargo transportation rack having a total length of 2.5 m to 3.7 m, characterized in that it is composed of legs, and the legs are directly or indirectly connected to the lower part of the loading upper part of the beam A1. ³ in parallel in the vertical direction (z direction) with a cross-section coefficient of 45 cm ³ or more and a yield point or proof stress of 200 MPa or more, and the cross-section coefficient in the front-back direction (y direction) or the left-right direction (x direction) A leg B1 that is vertically connected to the loading upper part with a material having a yield point or proof stress of 200 MPa or more at 20 cm ³ or more, or a section modulus in the front-back direction (y direction) or left-right direction (x direction) of 20 cm ³ or more yields. 20 points or proof stress It has a leg portion B2 which in MPa or more wood is connected to the loading top and oblique, freight rack according to claim structure having eight increments than 4 or more together B1 and B2 per one end.   A rack for freight transportation characterized by a top plate that is lightweight with expanded metal, gratings and other uneven plate materials on the top, and is visible from below, but does not allow workers or cargo to slip.   A structure having a metal fitting D1 characterized in that it is connected across the side surface of the plate-shaped leg portion and the side surface of the loading upper portion, and a plate-shaped metal fitting D2 characterized in that it is connected to the inner corner of the leg portion and the loading upper portion. The cargo transportation rack according to claim 1, wherein the rack is a cargo transportation rack.

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