JP5803077B2 - Transport cart - Google Patents

Description

  The present invention relates to a transport carriage that improves cabin ride comfort.

  Conventionally, as this type of transport cart, a large transport cart including a vehicle body frame supported by wheels and a cabin (driver's cab) that is disposed at an end of the vehicle body frame and in which a driver's seat is installed. It has been known.

  This is for transporting super-heavy objects such as steel, building materials, and large containers in various locations such as warehouses, tunnels, and harbors. Unlike large automobiles and special vehicles, these large transport carts load heavy and large loads, so that the loading surface of the cart body is provided as wide as possible, so that the cabin does not interfere with cargo handling. It is provided so as to be suspended below the loading surface, and the overall vehicle height is also kept low. Since the work on such a vehicle takes a long time, it is essential to prevent the cabin from vibration.

  In supporting such a cabin, a vibration absorber for a special vehicle as shown in Patent Document 1 or a damper element for a special vehicle as shown in Patent Document 2 should be applied as a means for supporting the cabin of the transport carriage. Can be considered.

  In the case of supporting a cabin in a suspended state, Patent Document 1 is configured to suppress the vibration of the cabin by configuring the suspended portion with a vibration absorbing member. The bed frame and the support are suspended below the floor plate of the cabin, and the bed frame and the support are connected with an oil damper to suppress the vibration of the cabin.

JP-A-5-178586 JP 2000-319937 A

  However, in the configuration of Patent Document 1, the vertical movement of the cabin is suppressed by the vibration absorbing members provided at the front and rear along the traveling direction of the transport carriage, but in the front and rear direction along the traveling direction and the vehicle width direction orthogonal thereto. Because it does not directly regulate a certain amount of lateral shaking, especially when a force is applied in the front-rear direction during acceleration or deceleration, there is a problem that a large roll occurs in the cabin, which cannot be effectively suppressed. is there.

  On the other hand, it is conceivable as a countermeasure to combine the configurations of Patent Document 2 and simultaneously suppress the vibration in the front-rear direction of the cabin. However, since the cabin vibrates in the front-rear and left-right directions, Even if an oil damper is arranged in the direction, it is difficult to efficiently suppress vibration. In addition, the structure of this document must be used for large transport carts where the vehicle height is limited to place heavy and large transported objects because the bed frame and struts must be greatly suspended below the cabin. It is a structure that cannot.

  The present invention pays attention to such problems, and an object thereof is to realize a transport carriage having a new structure for efficiently suppressing, in a compact configuration, not only the lateral shaking of the cabin but also the forward and backward shaking. It is said.

  In order to achieve this object, the present invention takes the following measures.

That is, the transport carriage of the present invention includes a carriage main body that can travel on the road, a cabin that is supported by the carriage main body in a suspended state via a spring element and a damper element, and in which a driver's seat is provided. One end side is attached to the cart body via a first axis along the vehicle width direction, and the other end side is attached to the upper part of the cabin via a second axis along the vehicle width direction. A link element attached to the cabin, the cabin being rotatable about the first axis and the second axis, allowing the first axis and the second axis to move up and down the cabin and The position of the driver seat is set closer to the second axis than the first axis , and the position is deviated from the second axis. Lower cabin and trolley Between the body, characterized in that a second damper element suppresses the rotation around the cabin of at least the second axis.

The lower part of the cabin that is displaced from the second axis is far from the second axis as long as the cabin dimension is not extended downward by a part of the outer wall forming the cabin, that is, a special member such as a column. is preferably a lower end or a proximal near the outer wall located at a site, it is preferable to be provided between the vertical wall of the carriage body and cabin. In addition, the positional relationship that allows the cabin to move up and down and restricts the movement in the front-rear direction along the traveling direction is a relationship that has a greater restrictive action on the forward and backward movement than the cabin up-and-down movement, in other words, Means that the tolerance is greater than the longitudinal movement.

The link element is introduced in order to prevent the stress from acting on the spring element and the damper element in the direction orthogonal to the operation direction, and to contribute to the improvement of riding comfort. However, when such a link element is used, the cabin is rotatable around the first axis and the second axis, and mainly rotates around the second axis, so that the deflection increases as the distance from the second axis increases. . On the other hand, the present invention is configured to suspend the upper part of the cabin, and the second damper element is provided between the cabin and the carriage body at a position displaced from the second shaft, so that the rotation of the cabin is effective. And the ride comfort can be effectively improved. In particular, rather than applying a damper element in the front-rear direction to a cabin that swings back and forth, left and right, the cabin is attached to the carriage body via the first and second shafts in the vehicle width direction so that the cabin can be shaken. Since the second damper element is introduced in a portion where the cabin shake is large after specifying the direction in the front-rear direction rather than the forward / backward / left-right motion, an efficient damping effect can be expected. At that time, the cabin is not in contact with the ground, but because it is suspended, it is not so high from the ground in consideration of getting on and off, so the structure of extending the arm below the cabin and installing the damper is space It is impossible. On the other hand, the present invention has a configuration in which the upper part of the cabin is suspended, and the amplitude increases as the position deviates from the upper part. Therefore, the second damper element is provided between the cabin and the vehicle body without adding a special structure. The effect of can be exhibited effectively.

Furthermore, since the driver's seat is provided in the cabin and the driver's seat is positioned almost immediately below the second axis, it is possible to reduce the swing width of the driver's seat around the second axis.

It should be noted that it is preferable that the seat of the driver seat is closer to the second axis.

Further, the spring element and the damper element are arranged at positions that support the front, rear, left and right four locations of the cabin, the second damper element is attached to the rear wall of the cabin, and the position of the second shaft is set at the front of the cabin. It is more preferable to set to a part.

In particular, it is desirable that the second damper element is disposed at a position that fits within the height dimension of the cabin.

In order to optimize the above configuration in relation to the driver's seat, it is desirable to provide the second damper element between the wall portion of the cabin on the side opposite to the driver's seat and the carriage body.

  Since the present invention has the configuration described above, in addition to optimizing the vertical support in the suspended state by the spring element and the damper element, and suppressing the vibration of the cabin in the front-rear direction along the traveling direction by the link element. Since the rotation vibration of the cabin around the second axis of the link element can be appropriately reduced by the second damper element, not only the vibration during normal driving but also the acceleration and deceleration of the transport carriage (especially start and stop) Even when a force is applied in the front-rear direction along the traveling direction, it is possible to appropriately reduce the vibration including the rotational vibration of the cabin, and to effectively improve the riding comfort of the cabin.

The typical whole figure of the conveyance trolley concerning one embodiment of the present invention. The typical figure which shows the support structure of the cabin which comprises the conveyance trolley | bogie. The typical side view for demonstrating the rotational vibration of the cabin. The typical side view which shows the modification of this invention. The typical side view which shows the other modification of this invention. The typical side view which shows the further another modification of this invention. The typical side view which shows the modification other than the above of this invention.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the transport cart according to this embodiment includes a cart main body 1 capable of traveling on the road and a cabin 2 attached to the cart main body 1.

  The cart body 1 has a high-strength frame 11 supported by a large number of tire parts 12 so as to be able to move up and down in order to transport super-heavy objects such as steel, building materials and large containers in warehouses, tunnels, and harbors. Composed. In other words, the transport cart 1 moves under a portal transport platform (not shown) called a pallet on which transported items are loaded, lifts it with a frame 11, and keeps the state. The frame 11 of the carriage main body 1 has a main horizontal frame portion 11b at a position connecting the pair of hanging wall portions 11a and 11a, which are the end portions of the carriage main body 1, as a main load region, and a tire that controls a traveling function. In addition to the portion 12, an axle suspension spring 11c, an elevating mechanism (not shown), and the like are incorporated in a space under the carriage partially surrounded by the pair of hanging wall portions 11a and 11a and the main horizontal frame portion 11b. A part of the main horizontal frame portion 11b extends as an extension frame portion 11d outward from the hanging wall portion 11a, and it is also possible to load a load across the extension frame portion 11d and the main horizontal frame portion 11b. It is said that. In such a transport cart, the cabin 2 is provided in pairs in a suspended state at the end in the traveling direction beyond the ground contact width by the tire portion 12 in order to ensure the maximum loading area. .

  As shown in FIG. 2A, the cabin 2 is formed by a front wall portion 21, a rear wall portion 22, a side wall portion 23, a bottom wall portion 24 and a top wall portion 25, and is independent of the cart body 1. Therefore, a driver's seat 20 including a seat 20a for an operator to drive and devices 20b necessary for operation is provided.

  The transport cart configured in this way is long in the traveling direction, and the weight of the cart body 1 rises to about 20t when the transported object is not loaded and about 200t when the transported product is loaded, The weight is about 700 kg, and the situation is greatly different from that of a general special vehicle, such as a large opening of several tens to several hundreds of times as a weight ratio.

  In order to support such a cabin 2, a support device 8 including a spring element and a damper element is provided between the extension frame 11 d of the carriage main body 1 and the cabin 2. The suspension body 11 is supported in a suspended state on an extension frame 11d overhanging in front of the hanging wall portion 11a of the cart body 1.

  The support device 8 is disposed in a pair in the front upper part of the side wall part 23 of the cabin 2 in a pair of front support elements 81 arranged in the direction perpendicular to the paper surface of FIG. The two rear support elements 82 are disposed at positions that support the front, rear, left, and right of the cabin 2. For example, the mounting structure and the operation will be described taking the rear support element 82 as an example. As shown in FIG. 5B, the support 83 suspended from the extension frame portion 11d and the cabin 2 in the horizontal direction A spring element and a damper element constituting the rear support device 82 are incorporated between the projecting downward surface 84a of the bracket 84 so that the cabin load acts as a compressive force, Thus, the spring element of the support device 82 elastically supports this while expanding and contracting, and the damper element of the support device 82 performs a damping action and plays a role of converting the vibration energy into heat energy. The same applies to the front support element 81. 1 and 2, the spring element and the damper element are collectively represented as the support devices 81 and 82, but it does not necessarily mean that the spring element and the damper element are integrally formed.

  Further, in the present embodiment, a suspension link 4 is provided which is paired in the direction perpendicular to the paper surface of FIG. 2 and is a link element that allows the cabin 2 to move up and down and restricts the shake in the front-rear direction along the traveling direction. Yes.

The suspension link 4 is provided between the upper portion of the side wall 23 of the cabin 2 and the extension frame 11d to form a pair. One end of the suspension link 4 is a bracket on the extension frame 11d side via a first axis m1 along the vehicle width direction. The cabin 2 is pivotally attached to the bracket r2 on the cabin 2 side via a second shaft m2 set at the front portion of the cabin 2 while the other end is pivotally attached to the cabin 2 while allowing the cabin 2 to move up and down. The movement in the front-rear direction is restricted. Because of such a configuration, the cabin 2 is rotatable about the first axis m1 and the second axis m2 by the suspension link 4. The second shafts m2 and m2 of the left and right suspension links 4 are connected by a connecting member 4a.

  That is, the suspension link 4 not only prevents the pitching vibration of the cabin 2 but also simultaneously prevents the horizontal stress perpendicular to the operation direction from acting on the support devices 81 and 82. In this case, as shown in FIG. 3, the rotation operation X about the second axis m <b> 2 and the swinging operation Y about the first axis m <b> 1 appear superimposed on the cabin 2, but the vertical direction is Since the spring element and the damper element of the support devices 81 and 82 are used for the swinging operation Y that is the main vibration direction, the cabin 2 mainly retains rotational vibration about the second axis m2.

  Therefore, in the present embodiment, as shown in FIG. 2, a second absorber such as a shock absorber that mainly suppresses the rotational operation of the cabin 2 around the second axis m <b> 2 between the lower portion of the cabin 2 and the carriage body 1. A damper element 3 is provided.

  Specifically, the damper element 3 is configured so that the damping function works in a substantially horizontal direction between the hanging wall portion 11a of the carriage main body 1 and the rear wall portion 22 that is the facing wall of the cabin 2 with respect to the hanging wall portion 11a. It is arrange | positioned and both ends are arrange | positioned in the position which connects the lower end vicinity of the rear wall part 22 located in the anti-driver's seat side of the cabin 2 via the horizontal axis | shaft 3a, and the opposing position of the hanging wall part 11a, It acts to immediately attenuate the displacement caused by the rotational vibration with respect to the change in the distance between 22 and 11a. As described above, since the rotational vibration of the cabin 2 mainly occurs around the second axis m2, the second damper is located below the rear wall portion 22 of the cabin 2 that is located away from the second axis m2 and has a large displacement. By mounting the element 3, vibration damping is efficiently performed. Since the damper element 3 is pivotally attached via the horizontal shaft 3a, the damper element 3 is free of rotation, does not restrain the vertical vibration of the cabin 2, and attenuates the vibration of the cabin 2 while allowing the vertical vibration. Thus, the function of the support devices 81 and 82 that support them is not disturbed. The second damper element 3 is preferably provided at two locations in the width direction as shown in FIG. 2C, but may be provided at one location in the center, or at three or more locations along the width direction. It may be provided.

  In this embodiment, the driver's seat 20 is set at a position closer to the second axis m2 than the first axis m1, and more specifically, as shown by an arrow Z in the figure, the driver's seat 20, especially the seat 20a, has the second axis. The swing width of the seat 20a around the second axis m2 is suppressed to be small by being positioned almost directly below m2. The second damper element 3 is disposed so as to be within the vertical dimension h of the cabin 2, and does not require a structure for projecting a column or the like below the cabin 2.

  As described above, the transport cart of the present embodiment supports the upper portion in a suspended state via the cart body 1 that can travel on the road and the support devices 81 and 82 that include spring elements and damper elements on the cart body 1. And the other end of the cabin 2 mounted on the carriage main body 1 via the first shaft m1 along the vehicle width direction and the other end of the cabin 2 at the top of the cabin 2. Link element 4 attached via a second axis m2 along the direction, and the first axis m1 and the second axis m2 are allowed to move up and down of the cabin 2 and in the longitudinal direction along the traveling direction. And the rotational movement of the cabin 2 around at least the second axis m2 between the cabin 2 and the carriage main body 1 at a position deviated from the cabin 2. Suppress the first It is provided with a damper element 3.

  Thus, this embodiment is the structure which hangs the upper part of the cabin 2, and since the 2nd damper element 3 is provided between the cabin 2 and the trolley | bogie main body 1 in the site | part with a large runout, at the time of acceleration and deceleration Riding comfort can be effectively improved by effectively suppressing rotation of the cabin 2 around the second axis m2 (particularly when starting and stopping). In particular, instead of applying a damper element in the front-rear direction to a cabin that swings back and forth and left and right, the cabin 2 is attached to the carriage body 1 via the first axis m1 and the second axis m2 in the vehicle width direction. Since the second damper element 3 is introduced in a portion where the cabin 2 is largely shaken after specifying the direction of shaking of the cabin 2 in the front-rear direction rather than the random movement in the front-rear and left-right directions, An efficient damping effect can be expected as compared with the case of suppression. At that time, the cabin 2 is not in contact with the ground, but because it is suspended, it is not so high from the ground in consideration of getting on and off, and the damper element is attached by extending the arm below the cabin 2. The structure as in Patent Document 2 is impossible in terms of space in this type of carriage. On the other hand, since this embodiment employs a configuration in which the upper portion of the cabin 2 is suspended so that the damper is applied to a portion that is displaced therefrom and the amplitude is increased, a special structure is not added. The effect of the second damper element 3 can be effectively exhibited between the cabin 2 and the vehicle body 1.

  Specifically, since the lower portion of the cabin 2 is selected with respect to the upper portion of the cabin 2 to which the link element 4 is attached as a position deviated from the second axis m2, the attachment is not difficult and the effect is great. It will be a thing.

  In particular, since the second damper element 3 is disposed at a position that fits within the height dimension h of the cabin 2, it is possible to incorporate the second damper element 3 without difficulty and compactly.

  More specifically, the main body 1 projects the extension frame 11d from above the end in the running direction, and the cabin 2 is disposed at a position adjacent to the end of the main body 1 so that the upper portion of the extension body 11 11d is supported in a suspended state, and the second damper element 3 is connected to the hanging wall portion 11a which is an end portion of the cart body 1 and the rear wall portion 22 which is an opposing wall of the cabin 2. Therefore, it is possible to select an appropriate mounting position using a wide mounting surface, and to accurately incorporate the damper element.

  At that time, when considering the relationship with the driver's seat 20 provided in the cabin 2, since the direct rotation of the cabin occurs around the second axis m2, the second axis m2 is moved away from the driver's seat 20. When set, the swing of the driver's seat 20 increases, but in this embodiment, the second axis m2 is set so as to be closer to the driver's seat 20 than the first axis m1, so that the rotation of the cabin 2 It is possible to design so that the driver's seat 20 does not shake as much as possible. Moreover, since the second damper element 3 is provided between the rear wall portion 22 which is the wall portion of the cabin 2 on the side opposite to the driver's seat and the hanging wall portion 11a which is the end portion of the bogie body 1, the cabin 2 The rotational vibration of the cabin 2 can be effectively suppressed by utilizing the portion where the rotational amplitude on the side of the non-driver's seat becomes large.

  In particular, since the driver's seat 20 is located almost directly below the second axis m2 with the seat 20a as the center, the above effects can be remarkably exhibited.

  The specific configuration of each unit is not limited to the above-described embodiment.

  For example, in the above-described embodiment, the second damper element is arranged so that the damping action works substantially in the horizontal direction. However, the displacement that appears in the lower part of the cabin due to the rotational vibration of the cabin around the second axis is horizontal. Since not only the component but also the vertical component is included, even if the second damper element 103 is disposed between the cabin 2 and the carriage main body 1 in a posture in which a damping action is performed in a substantially vertical direction as shown in FIG. The effect of attenuating the rotational vibration of the cabin 2 around the biaxial m2 can be achieved.

  Further, as shown in FIG. 5, a second damper element 203 b is disposed between the upper part of the cabin 2 and the carriage main body 1 together with the second damper element 203 a disposed between the lower part of the cabin 2 and the carriage main body 1. It may be arranged to have a two-stage configuration. Since the displacement due to the rotational vibration of the cabin 2 around the second axis m2 also appears at the upper part of the cabin 2, suppressing the displacement by the second damper element 203b has an effect of suppressing the rotational vibration of the cabin 2. It can be increased more effectively. In this case, the upper portion of the rear wall portion 22 of the cabin 2 has a lower second damper element 303a as shown in FIG. 6 in view of the fact that the displacement due to rotational vibration around the second axis m2 appears larger in the vertical direction. If the second damper element 303b on the upper stage side is arranged in a state in which the damping function works in the vertical direction, the rotational vibration around the second axis m can be more effectively performed. It can be expected to suppress.

  Furthermore, although the configuration is different from the above, as shown in FIG. 7, the vehicle body 1 is capable of traveling on the road, and the vehicle body 1 is suspended via support devices 81 and 82 including spring elements and damper elements. And a link element having one end attached to the carriage main body 2 via an axis m1 in the vehicle width direction and the other end attached to the cabin 3 via an axis m2 in the vehicle width direction. 4 and set the shafts m1 and m2 in a positional relationship that allows the cabin 2 to move up and down and restricts the movement in the front-rear direction along the traveling direction. It is also effective to arrange the parallel link mechanism by arranging the two along the front and rear of the cabin 2.

  In this way, if the link element 4 constitutes a parallel link mechanism, the rotation of the cabin 2 around the axes m1 and m2 can be almost surely suppressed by only the link element 4, and the movement of the cabin 2 in the front-rear direction Since the regulation effect on the vehicle is also doubled, it can be used particularly effectively when there is no space for installing the damper element between the cabin 2 and the carriage body 1.

  Other configurations can be variously modified without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Carriage body 2 ... Cabins 3, 103, 203a, 203b, 303a, 303b ... Damper element 4 ... Link element 20 ... Driver's seat 81, 82 ... Supporting device (spring element, damper element)
h ... Height dimension m1 ... First axis m2 ... Second axis

Claims (4)

A bogie main body capable of traveling on the road, a cabin supported by the bogie main body in a suspended state via a spring element and a damper element, and a driver seat provided therein, and one end disposed in the front and rear along the traveling direction A link element attached to the main body of the carriage via a first shaft along the vehicle width direction and having the other end attached to the upper portion of the cabin via a second shaft along the vehicle width direction. The link element allows the cabin to rotate about the first axis and the second axis. The first axis and the second axis allow the cabin to move up and down and move in the front-rear direction along the traveling direction. The driver seat is set closer to the second axis than the first axis, and the lower part of the cabin that is displaced from the second axis and the main body of the carriage In between, at least said Transport vehicle, characterized in that a second damper element suppresses around the cabin of the rotary operation of the two axes. The spring element and the damper element are arranged at positions that support the front, rear, left, and right of the cabin, the second damper element is attached to the rear wall of the cabin, and the position of the second shaft is located at the front of the cabin. The conveyance cart according to claim 1, which is set. The transport cart according to claim 1 or 2, wherein the second damper element is arranged at a position that fits within a height dimension of the cabin. Transport vehicle according to claim 1 to 3 or which is provided between the wall portion and the carriage body before Symbol counter driver side of the cabin a second damper element.

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