JP6497992B2 - Carrying capacity test vehicle - Google Patents

Description

  The present invention relates to a load bearing performance test vehicle for performing a test for measuring the load bearing capacity of a bridge.

  Conventionally, inspecting the bridge has been performed by visual inspection and hammering inspection by using an aerial work vehicle from below the bridge or using a work vehicle for bridge inspection from above the bridge.

  In the inspection of a bridge for which an inspector performs a visual inspection or a hammering inspection, it is difficult to determine whether the inspected bridge actually has a necessary load bearing performance.

  Therefore, as a method for inspecting a bridge that can determine whether or not it has load bearing capacity, a load is actually applied to the bridge and a test to measure the state of the bridge at that time is performed. Is considered (see, for example, Patent Document 1).

  As a test for applying a load to the bridge, there is a method in which a vehicle such as a truck loaded with a weight so as to have a predetermined weight is installed at a predetermined position on the bridge and an actual amount of bending of the bridge is measured. .

JP 2003-315202 A

  In the test for measuring the amount of bending of the bridge, the magnitude of the load applied and the position where the load is applied differ depending on the type and scale of the bridge. For this reason, in a test that measures the amount of flexure of a bridge, it is necessary to prepare multiple types of vehicles according to the type and scale of the bridge, which increases the cost required for the test and involves the movement of the vehicle. It takes a long time.

  An object of the present invention is to provide a load-bearing performance test vehicle capable of reducing the time required for the test and reducing the cost required for inspection of the bridge.

  In order to achieve the above object, the present invention is a load bearing performance test vehicle used in a test for measuring the load bearing capacity of a bridge, provided on both sides in the width direction on the front side of the vehicle body, and lifting and supporting the front side of the vehicle body A front jack, a rear jack that is provided on both sides in the width direction on the rear side of the vehicle body and lifts and supports the rear side of the vehicle body, a traveling carriage having a weight placing portion for placing a test weight, and a traveling carriage Is installed to be able to travel, and is fixed to the fixed rail that extends in the front-rear direction of the vehicle body, extends in the front-rear direction adjacent to the width direction of the fixed rail, and is movable in the front-rear direction with respect to the fixed rail to fix the traveling carriage A movable rail for running on the outer side in the front-rear direction than the end portion in the front-rear direction of the rail.

  This allows the traveling carriage to be positioned outside the longitudinal end of the vehicle body by projecting the movable rail from the longitudinal end of the fixed rail to the outside in the longitudinal direction. Since the position and weight to which the load is applied can be set arbitrarily, it is possible to perform various load resistance measurement tests according to the type and scale of the bridge with a single vehicle.

  According to the present invention, it is possible to perform various load-bearing force measurement tests according to the type and scale of a bridge with a single vehicle, so that the test can be performed in a short time, and the efficiency of the test is improved. Therefore, it is possible to reduce the cost required for inspection of the bridge.

1 is a side view of a load bearing performance test vehicle showing an embodiment of the present invention. It is a side view of a load-bearing performance test vehicle when performing a test. It is a top view of the load-bearing capacity test vehicle at the time of testing. It is a principal part side view of a weight moving mechanism. It is the figure which looked at the weight moving mechanism from the rear side. It is a figure explaining adjustment of the interval of a front jack and the 1st or 2nd rear jack. It is a figure explaining adjustment of the interval of a front jack and the 1st or 2nd rear jack. It is a figure explaining adjustment of the interval of a front jack and the 1st or 2nd rear jack.

  1 to 8 show an embodiment of the present invention.

  The load bearing capacity test vehicle of the present invention is a vehicle used for a test for measuring the load bearing capacity of a bridge.

  As shown in FIG. 1, the load bearing performance test vehicle 1 is based on a truck vehicle, and includes a vehicle body 10 capable of traveling on a road, a front outrigger 20 for lifting and supporting the front side of the vehicle body 10, The first and second rear outriggers 30 and 40 for lifting and supporting the rear side of the vehicle body 10, and the front and rear triggers 20 for adjusting the distance between the first and second rear outriggers 30 and 40 in the front-rear direction. An interval adjusting mechanism 50 and a weight moving mechanism 60 for moving the loaded weight in the front-rear direction of the vehicle body 10 as well as a weight used for a test for measuring the load bearing capacity are provided.

  The vehicle body 10 includes a chassis frame 11 formed of a pair of side rails extending in the front-rear direction and a plurality of cross members extending in the width direction between the pair of side rails. A driving cab 12 for a driver to perform an operation is provided on the upper surface side of the front side of the chassis frame 11. The vehicle body 10 is a triaxial vehicle in which one axle is provided on the front side of the lower surface side of the chassis frame 11 and two axles are provided on the rear side of the lower surface side of the chassis frame 11, and wheels are provided at both ends of each axle. 13 is attached. The vehicle body 10 travels on the road by driving some or all of the wheels 13 using the engine as power. In addition, on the upper surface side excluding the front side of the chassis frame 11, a pair of width direction subframes 14 extending in the front-rear direction along the upper surfaces of the pair of side rails are provided.

  As shown in FIG. 3, the front outer trigger 20 includes a front outer box 21 extending in the width direction of the vehicle body 10, and a pair of front inners provided so as to be able to protrude from the left and right sides of the front outer box 21 toward the outer side in the width direction. It has a box 22 and a front jack 23 supported at the outer ends in the width direction of the pair of front inner boxes 22.

  The front outer box 21 is connected to the vehicle body 10 such that the center portion in the width direction is swingable in the vertical direction at both ends in the width direction with the front-rear direction of the vehicle body 10 as the central axis.

  The pair of front inner boxes 22 are disposed in the front-rear direction within the front outer box 21 and are movable in the width direction of the vehicle body 10 with respect to the front outer box 21.

  As shown in FIG. 2, the front jack 23 is expanded and contracted by a hydraulic front jack cylinder. The front jack 23 is provided with a fixing pin 23a for fixing the expansion / contraction length in order to prevent natural reduction from a predetermined extended state. Further, the front jack 23 is provided with a load sensor including a load cell for detecting a load acting on each of the front jacks 23.

  As shown in FIG. 3, the first rear outer trigger 30 is provided so as to be able to protrude and retract from the left and right sides of the first rear outer box 31 toward the outer side in the width direction. The pair of first rear inner boxes 32 and the first rear jacks 33 supported at the ends of the pair of first rear inner boxes 32 on the outer sides in the width direction are provided.

  The first rear outer box 31 is fixed to a later-described second boom of the interval adjusting mechanism 50.

  The first rear inner box 32 is arranged in the front-rear direction in the first rear outer box 31 and is movable in the width direction of the vehicle body 10 with respect to the first rear outer box 31.

  As shown in FIG. 2, the first rear jack 33 is expanded and contracted by a hydraulic first rear jack cylinder. The first rear jack 33 is provided with a fixing pin 33a for fixing the extension / contraction length in order to prevent natural reduction from a predetermined extended state. Further, the first rear jack 33 is provided with a load sensor including a load cell for detecting a load acting on each of the first rear jacks 33.

  As shown in FIG. 3, the second rear outer trigger 40 is provided so as to be able to protrude and retract from the left and right sides of the second rear outer box 41 toward the outer side in the width direction. The pair of second rear inner boxes 42 and the second rear jacks 43 that are supported at the outer ends in the width direction of the pair of second rear inner boxes 42 are provided.

  The pair of second rear outer boxes 41 are fixed to a later-described top boom of the interval adjusting mechanism 50.

  The second rear inner boxes 42 are arranged in the front-rear direction in the second rear outer box 41 and are movable in the width direction of the vehicle body 10 with respect to the second rear outer box 41, respectively.

  As shown in FIG. 2, the second rear jack 43 is expanded and contracted by a hydraulic second rear jack cylinder. Each of the second rear jacks 43 is provided with a fixing pin 43a for fixing the extension / contraction length in order to prevent natural reduction from a predetermined extension / contraction state. The second rear jack 43 is provided with a load sensor including a load cell for detecting a load acting on each of the second rear jacks 43.

  Further, as shown in FIGS. 2 and 3, a deflection amount detector 100 extending along the front-rear direction of the vehicle body 10 can be attached to and detached from the upper surfaces of the front inner box 22 and the second rear inner box 42 in the width direction. It is attached.

  Further, on the front surface in the width direction outside of the pair of front inner boxes 22 and the rear surface in the width direction of the pair of first and second rear inner boxes 32 and 42, respectively, as shown in FIGS. A deflection amount detector 110 extending along the width direction of the vehicle body 10 is detachably attached.

  The deflection amount detectors 100 and 110 include a telescope-type deflection amount detection bar made up of a plurality of cylindrical members, and an inclination sensor made up of an angle sensor or the like for detecting the inclination of the deflection amount detection bar in the axial direction. Become.

  As shown in FIG. 1, the distance adjusting mechanism 50 includes an extendable boom 51 that can be protruded and retracted rearward from the rear side of the vehicle body 10. The telescopic boom 51 is provided on the upper surface side of the pair of subframes 14 at intervals in the front-rear direction, and is supported on the upper surfaces of the plurality of support members 15 that span the pair of subframes 14.

  The telescopic boom 51 has a plurality of boom members 51a, 51b, 51c, 51d (hereinafter referred to as 51a-d) formed in a cylindrical shape having a rectangular cross section, and the inside of the boom members 51a, 51b, 51c. The boom members 51b, 51c, 51d adjacent to the distal end side can be accommodated. The telescopic boom 51 of the present embodiment is a four-stage system including a base boom 51a, a second boom 51b, a third boom 51c, and a top boom 51d in order from the base end side. The telescopic boom 51 performs the telescopic operation by moving the second boom 51b, the third boom 51c, and the top boom 51d with respect to the base boom 51a, the second boom 51b, and the third boom 51c, respectively.

  As shown in FIG. 1, the telescopic boom 51 has the first rear outer box 31 of the first rear outrigger 30 fixed to the distal end side of the second boom 51b, and the second rear outrigger 40 second end of the top boom 51d. The rear outer box 41 is fixed. The telescopic boom 51 moves the first rear outrigger 30 and the second rear outrigger 40 in the front-rear direction of the vehicle body 10 by performing an expansion / contraction operation.

  The telescopic boom 51 has a hydraulic first telescopic cylinder 52 for performing the telescopic operation of the second boom 51b with respect to the base boom 51a. The first telescopic cylinder 52 has a cylinder tube and a piston rod. On the lower surface side of the telescopic boom 51, the cylinder tube is connected to the base boom 51a, and the piston rod is fixed to the second boom 51b. The first rear outer box 31 is connected.

  The telescopic boom 51 has a second telescopic cylinder (not shown) for performing the telescopic operation of the third boom 51c with respect to the second boom 51b. The second telescopic cylinder has a cylinder tube and a piston rod. In the telescopic boom 51, the piston rod is connected to the base end side of the second boom 51b, and the cylinder tube is connected to the base end side of the third boom 51c. .

  The telescopic boom 51 has a top boom extension mechanism (not shown) for performing the extension operation of the top boom 51d with respect to the third boom 51c, and a top boom reduction mechanism (not shown) for performing the reduction operation. Each of the top boom extension mechanism and the top boom reduction mechanism includes a wire rope that connects the second boom 51b and the top boom 51d, and a sheave around which the wire rope is hung, and the third boom 51c with respect to the second boom 51b. The top boom 51d is expanded and contracted with respect to the third boom 51c in conjunction with the expansion and contraction operation.

  As shown in FIG. 2, the weight moving mechanism 60 is provided so that a weight W can be placed thereon, and a traveling carriage 70 that travels in the front-rear direction of the vehicle body 10 on the upper surface side of the telescopic boom 51 and a base boom 51 a of the telescopic boom 51. A pair of fixed rails 80 in the width direction on both sides of the upper surface and a movable rail 90 provided on the outer side in the width direction of the pair of fixed rails 80 and moving in the front-rear direction in conjunction with the expansion and contraction of the telescopic boom 51. And have.

  As shown in FIG. 4, the traveling carriage 70 is provided on a carriage main body 71 having an upper surface formed in a rectangular shape, and on the left and right sides on the front side and the rear side of the lower part of the carriage main body 71. And a traveling unit 72 for traveling on the rail 90.

  On the upper surface of the carriage main body 71, a weight placing portion 71a for placing the weight W is provided, and a plurality of plate-like weights W can be placed on the weight placing portion 71a. Brackets 71b for attaching the traveling unit 72 are provided on both the left and right sides of the lower side of the carriage main body 71 so as to extend downward.

  As shown in FIG. 5, the traveling unit 72 is provided on the inner side in the width direction of each bracket 71b, and a first traveling roller 72a as a fixed rail traveling roller for traveling on the fixed rail 80, and the width of each bracket 71b. A second traveling roller 72b as a movable rail traveling roller for traveling on the movable rail 90, and provided below the first traveling roller 72a. The first guide roller 72c as a derailment prevention portion located on the lower surface side of the fixed rail 80 and the first guide roller 72c as a derailment prevention portion located below the second traveling roller 72b and located on the lower surface side of the movable rail 90. Two guide rollers 72d, first and second travel rollers 72a, 72b and first and second guide rollers 72c, 72 in the vertical direction of the bracket 71b. Vertical direction rotatably mounted to the shaft, and a, a third guide roller 72e located between the fixed rail 80 and movable rail 90 between the.

  Further, as shown in FIGS. 4 and 5, a traveling motor 72f for driving the first traveling roller 72a and the second traveling roller 72b is provided in one traveling unit 72 in the width direction on the rear side of the cart body 71. It has been. The travel motor 72f is a hydraulic motor that can be rotated in the forward and reverse directions by hydraulic oil supplied from a hydraulic pump (not shown) via a hydraulic hose 72g. Further, a hose reel 72h for winding and unwinding the hydraulic hose 72g is provided on the rear side of the carriage main body 71.

  As shown in FIGS. 1 to 3, the fixed rail 80 extends in the front-rear direction along the left and right sides of the upper surface of the base boom 51a of the telescopic boom 51 and extends outward in the width direction from the left and right sides of the upper surface of the base boom 51a. It is a plate-shaped member to be taken out. As shown in FIG. 5, the traveling carriage 70 on the fixed rail 80 has a first traveling roller 72 a positioned on the upper surface side of the fixed rail 80 and a first guide roller 72 c positioned on the lower surface side of the fixed rail 80. Since the third guide roller 72e is positioned on the outer side in the width direction of the rail 80, the traveling carriage 70 can move along the fixed rail 80 without removing the wheel.

  As shown in FIGS. 4 and 5, the movable rail 90 is formed of a member that is formed in a planar shape on both sides in the vertical direction and extends in the front-rear direction of the vehicle body 10. The movable rail 90 is a member having an I-shaped cross section such as an I-shaped steel. As shown in FIG. 5, the traveling carriage 70 on the movable rail 90 has a second traveling roller 72 b positioned on the upper surface side of the movable rail 90 and a second surface on the lower surface side of the portion extending in the width direction on the upper side of the movable rail 90. Since the guide roller 72d is positioned and the third guide roller 72e is positioned on the inner side in the width direction of the movable rail 90, the traveling carriage 70 can move along the movable rail 90 without being derailed. As shown in FIGS. 1 and 2, the movable rail 90 is connected at its rear end side to the tip of the top boom 51 d of the telescopic boom 51 via a support shaft 91, and its lower surface side is moved in the front-rear direction by a plurality of rail support rollers 92. It is supported freely. The movable rail 90 is arranged such that the height of the upper surface is the same as the height of the upper surface of the fixed rail 80 at a predetermined interval from the outer side in the width direction of the fixed rail 80 by a rail support roller 92 as a rail support portion. It is supported by. The movable rail 90 moves in the front-rear direction without changing the height of the upper surface.

  As shown in FIG. 5, the plurality of rail support rollers 92 are located above the upper surface of the rail support bracket 93 that projects outward in the width direction from both side surfaces of the base boom 51 a and both side surfaces of the distal ends of the second boom 51 b and the third boom 51 c. Is rotatably supported by a roller support bracket 94 extending in the direction. Further, a rail holding roller 95 is provided above the rail support roller 92 of the roller support bracket 94 to hold the portions extending from the upper side of the lower side of the movable rail 90 supported by the rail support roller 92 from above. It has been.

  In the load bearing performance test vehicle 1 configured as described above, when traveling on a road, the front outrigger 20, the first rear outrigger 30, and the second rear outrigger 40 are stored as shown in FIG. And the telescopic boom 51 of the interval adjusting mechanism 50 is fully reduced. At this time, the weight W placed on the traveling carriage 70, the front outrigger 20, and the deflection amount detectors 100 and 110 attached to the first and second rear outriggers 30 and 40 are not attached to the load bearing performance test vehicle 1 and are separately tracked. Transported by vehicles such as

  When a test for measuring the load bearing capacity of a bridge is performed, first, the load bearing performance test vehicle 1 is traveled to the bridge to be tested, and the load bearing performance test vehicle 1 is placed above the bridge pier of the front outrigger 20. Move to where the is located. At this time, the traveling carriage 70 is located on the front end side of the fixed rail 80.

  Next, as shown in FIGS. 2 and 3, a weight W having a necessary weight is placed on the weight placing portion 71 a of the traveling carriage 70, and the front outrigger 20, the first rear outrigger 30, and the second rear outrigger are placed. 40 is projected to the outside in the width direction of the vehicle body 10 and the deflection amount detectors 100 and 110 are attached to the front outrigger 20 and the first and second rear outriggers 30 and 40, respectively, and the front jack 23 and the first rear jack 33 or the second rear are mounted. The vehicle body 10 is lifted at four points by the jack 43.

  At this time, the road surface of the bridge to be tested may not have a horizontal plane but may have an inclined surface or an uneven portion. For this reason, when lifting the vehicle body 10, the expansion / contraction lengths of the front jack 23 and the first rear jack 33 or the second rear jack 43 are adjusted so as to eliminate the inclination of the vehicle body 10 in the front-rear direction and the width direction. To do. Here, when the vehicle body 10 is lifted on a road surface having an inclined surface or an uneven portion, the front outrigger 20 swings to reliably ground each jack 23, 33, 43 at four points. 10 is supported. The load acting on each jack 23, 33, 43 can be confirmed by an operator by a load sensor provided on each jack 23, 33, 43.

  In the test for measuring the load bearing force, the inclination of the vehicle body 10 when the traveling carriage 70 on which the weight W is mounted is moved above the first rear outrigger 30 or the second rear outrigger 40 that is grounded is a deflection amount detector. This is done by measuring with 100,110. The bending amount of the bridge is calculated from the inclination of the vehicle body 10 measured by the bending amount detectors 100 and 110.

  In the test for measuring the load bearing capacity, the load bearing performance test vehicle 1 sets the first jack span S that is the distance between the front jack 23 and the installed first rear jack 33 or the second rear jack 43. It is possible to set an arbitrary jack span S within a predetermined range (Smin ≦ S ≦ Smax).

  When the jack span S to be set is within the second predetermined range (Smin ≦ S ≦ S1), which is the moving range of the first rear jack 33, the load bearing performance test vehicle 1 includes the front jack 23 and the first rear jack 33. The vehicle body 10 is lifted at the four points.

  At this time, the center of gravity in the front-rear direction of the load bearing performance test vehicle 1 is always located between the front wheel 13 and the rear wheel 13 regardless of the position of the jack span S within the second predetermined range. doing. For this reason, as shown in FIG. 6, the jack span S is set by moving the second boom 51b of the telescopic boom 51 in a state where all the wheels 13 are grounded.

  When the jack span S to be set is within the third predetermined range (S1 <S ≦ Smax) that is larger than the second predetermined range (Smin ≦ S ≦ S1), the load-carrying capacity test vehicle 1 has the front jack 23. And the vehicle body 10 is lifted at four points of the second rear jack 43.

  At this time, the center of gravity in the front-rear direction of the load bearing performance test vehicle 1 is jacked within a fourth predetermined range (S1 <S ≦ S2) which is a small range within the third predetermined range (S1 <S ≦ Smax). When setting the span S, it is located between the front wheel 13 and the rear wheel. Therefore, when the jack span S is set within the fourth predetermined range (S1 <S ≦ S2), as shown in FIG. 7, the second boom 51b of the telescopic boom 51 is in a state where all the wheels 13 are grounded. At the same time, the third boom 51c and the top boom 51d are moved to set the jack span S.

  However, when the jack span S is set within the fifth predetermined range (S2 <S ≦ Smax), which is a large range within the third predetermined range (S1 <S ≦ Smax), the load bearing performance test vehicle is used. The center of gravity of 1 in the front-rear direction is biased toward the rear wheel 13. For this reason, when the jack span S is set within the fifth predetermined range (S2 <S ≦ Smax), first, the second boom 51b of the telescopic boom 51 is moved in the maximum extending direction, and the front jack 23 and the first jack Lift the vehicle body 10 at 4 points of 1 rear jack 33. Next, with the vehicle body 10 raised, the third boom 51c and the top boom 51d are moved to set the jack span S. In this case, after setting the jack span S, the first rear jack 33 is contracted by extending the second rear jack 43 and then reducing the front jack 23 and the second rear jack 43 as shown in FIG. The vehicle body 10 is lifted at the four points.

  Moreover, when the jack span S is set to the minimum (Smin), the fixed rail 80 and the movable rail 90 are disposed overlapping in the width direction. For this reason, when the jack span S is the minimum (Smin), the traveling cart 70 has the upper surface of the fixed rail 80 and the upper surface of the movable rail 90 respectively as shown in FIG. 72b travels while rolling.

  When the jack span S is set to a value other than the minimum (Smin), the movable rail 90 is moved rearward due to the extension of the telescopic boom 51. Therefore, only the fixed rail 80 is arranged on the front side of the vehicle body 10, only the movable rail 90 is arranged on the rear side, and the fixed rail 80 and the movable rail 90 overlap in the width direction between the front side and the rear side. Are arranged.

  In this case, the traveling carriage 70 travels on the upper surface of the fixed rail 80 while the first traveling roller 72a rolls in a portion where only the fixed rail 80 is disposed. Further, in the traveling carriage 70, the first traveling roller 72a and the second traveling roller 72b are disposed on the upper surface of the fixed rail 80 and the upper surface of the movable rail 90, respectively, in a portion where the fixed rail 80 and the movable rail 90 overlap in the width direction. Run while rolling. Furthermore, the traveling carriage 70 travels while the second traveling roller 72b rolls on the upper surface of the movable rail 90 in a portion where only the movable rail 90 is disposed.

  As described above, according to the load bearing performance test vehicle of the present embodiment, the front jack 23 provided on both sides in the width direction on the front side of the vehicle body 10 to lift and support the front side of the vehicle body 10, and the width on the rear side of the vehicle body 10 First and second rear jacks 33, 43 that are provided on both sides in the direction and support the rear side of the vehicle body 10, and a traveling carriage 70 having a weight placing portion 71 a for placing a test weight W The traveling carriage 70 is provided so as to be able to travel, and extends in the front-rear direction adjacent to the width direction of the fixed rail 80, and is movable in the front-rear direction with respect to the fixed rail 80. And a movable rail 90 for running the traveling carriage 70 on the outer side in the front-rear direction than the end part in the front-rear direction of the fixed rail 80.

  This makes it possible to perform various load-bearing force measurement tests according to the type and scale of the bridge with a single vehicle, making it possible to perform the test in a short time and improving the efficiency of the test. Costs required for inspection can be reduced.

  In addition, a distance adjustment mechanism 50 for adjusting the distance between the front jack 23 and the first and second rear jacks 33 and 43 in the front-rear direction is provided, and the movable rail 90 is moved in the front-rear direction in conjunction with the operation of the distance adjustment mechanism 50. Move to.

  As a result, the movable rail 90 can be moved without requiring a dedicated mechanism, so that the weight of the entire vehicle can be reduced and the manufacturing cost can be reduced.

  The interval adjusting mechanism 50 includes a telescopic telescopic boom 51 including a plurality of boom members 51a to 51d for moving the first and second rear jacks 33 and 43 in the front-rear direction with respect to the front jack 23. The fixed rail 80 is fixed to the base boom 51a of the telescopic boom 51, and the movable rail 90 is connected to a top boom 51d that moves relative to the base boom 51a of the telescopic boom 51.

  As a result, the fixed rail 80 and the movable rail 90 can be supported by the telescopic boom 51, respectively. Therefore, the fixed rail 80 and the movable rail 90 can be attached to the vehicle body 10 without requiring a dedicated support member for the vehicle body 10. This makes it possible to reduce the manufacturing cost while reducing the weight of the entire vehicle.

  Further, a rail support roller 92 for supporting the movable rail 90 from below and guiding the movable rail 90 in the front-rear direction is provided.

  As a result, the movable rail 90 can be moved in the front-rear direction without changing the height position, and the traveling carriage 70 can be smoothly moved in the front-rear direction.

  The traveling carriage 70 includes a first traveling roller 72a for traveling on the fixed rail 80, a second traveling roller 72b that is provided coaxially with the first traveling roller 72a, and travels on the movable rail 90. ,have.

  Accordingly, the traveling carriage 70 can be caused to travel on the fixed rail 80 and the movable rail 90 that are adjacent to each other in the width direction of the vehicle body 10. It is possible to smoothly switch to the running.

  Further, below the first traveling roller 72a and the second traveling roller 72b, first and second traveling rollers 72a with respect to the fixed rail 80 and first and second traveling rollers 72b with respect to the movable rail 90 are prevented from being derailed. Second guide rollers 72c and 72d are provided.

  This makes it possible to reliably travel the traveling carriage 70 in the front-rear direction of the vehicle body 10 in both traveling on the fixed rail 80 and traveling on the movable rail 90 of the traveling carriage 70.

  In the above embodiment, the first and second rear jacks 33 and 43 are moved in the front-rear direction by the telescopic boom 51 with respect to the front jack 23. However, the first and second rear jacks are shown. It is also possible to move 33 and 43 by different moving mechanisms. Further, the mechanism for moving the first and second rear jacks 33 and 43 is not limited to the telescopic boom 51, and includes, for example, a rail extending in the front-rear direction and a member moving along the rail to which the outrigger is fixed. It may be a mechanism.

  In the above embodiment, the first and second rear jacks 33 and 43 and the traveling carriage 70 are moved by hydraulic cylinders and motors. For example, the jacks and weights are moved by using an electric motor. It may be.

  In the above-described embodiment, the movable rail 90 is supported so as to be movable in the front-rear direction of the vehicle body 10 by the rail support roller 92 as the rail support portion. However, the present invention is not limited to this. For example, the movable rail 90 may be movably supported in the front-rear direction of the vehicle body 10 by a rail support portion having a smooth rail support surface that slidably supports the movable rail 90. In addition, a member such as a slide rail may be interposed between the member that supports the movable rail 90 and the movable rail 90 so that the movable rail 90 is supported so as to be movable in the front-rear direction of the vehicle body 10.

  Further, in the above-described embodiment, the vehicle body 10 is a three-axle vehicle in which one axle is provided on the front side on the lower surface side of the chassis frame 11 and two axles are provided on the rear side on the lower surface side of the chassis frame 11. However, the present invention can also be applied to a biaxial vehicle having one axle on each of the front and rear sides and a vehicle body having four or more axles.

  In the above-described embodiment, the deflection amount detectors 100 and 110 are detachably attached to the front outrigger 20 and the first and second rear outriggers 30 and 40, and are separately conveyed during travel by the vehicle body 10. However, it is not limited to this. The deflection amount detector may be configured integrally with a member on the vehicle body 10 side. In this case, the deflection amount detectors 100 and 110 can be moved on the road together with the vehicle body 10 without being transported separately.

DESCRIPTION OF SYMBOLS 1 ... Carrying capacity test vehicle, 10 ... Vehicle body, 20 ... Front outrigger, 23 ... Front jack, 30 ... 1st rear outrigger, 33 ... 1st rear jack, 40 ... 2nd rear outrigger, 43 ... 2nd rear jack, DESCRIPTION OF SYMBOLS 50 ... Space | interval adjustment mechanism, 51 ... Telescopic boom, 51a ... Base boom, 60 ... Weight moving mechanism, 70 ... Running carriage, 71a ... Weight mounting part, 72a ... 1st running roller, 72b ... 2nd running roller, 72c ... First guide roller, 72d ... second guide roller, 80 ... fixed rail, 90 ... movable rail, 92 ... rail support roller.

Claims (6)

A load bearing performance test vehicle used in a test for measuring the load bearing capacity of a bridge,
A front jack that is provided on both sides in the width direction on the front side of the vehicle body and supports the vehicle body by lifting the front side,
A rear jack that is provided on both sides in the width direction on the rear side of the vehicle body and lifts and supports the rear side of the vehicle body;
A traveling carriage having a weight placing portion for placing a test weight;
A fixed rail that is provided so that a traveling carriage can travel and extends in the front-rear direction of the vehicle body;
Adjacent to the width direction of the fixed rail, it extends in the front-rear direction and is movably provided in the front-rear direction with respect to the fixed rail, so that the traveling carriage travels outside the front-rear direction end of the fixed rail. A load-bearing performance test vehicle characterized by comprising a movable rail. Equipped with an interval adjustment mechanism that adjusts the interval between the front jack and rear jack in the front-rear direction,
The load-bearing performance test vehicle according to claim 1, wherein the movable rail moves in the front-rear direction in conjunction with the operation of the interval adjusting mechanism. The interval adjustment mechanism has a telescopic telescopic boom composed of a plurality of boom members that move the rear jack in the front-rear direction with respect to the front jack,
The fixed rail is fixed to the base boom of the telescopic boom,
The load-bearing performance test vehicle according to claim 2, wherein the movable rail is connected to a boom member that moves relative to a base boom of the telescopic boom. The load bearing performance test vehicle according to any one of claims 1 to 3, further comprising a rail support portion that supports the movable rail from below and guides the movable rail in the front-rear direction. The traveling carriage has a fixed rail traveling roller that travels on a fixed rail, and a movable rail traveling roller that is provided coaxially with the fixed rail traveling roller and travels on the movable rail. Item 5. The load bearing performance test vehicle according to any one of Items 1 to 4. Under the fixed rail traveling roller and the movable rail traveling roller, there is provided a derailing prevention portion for preventing the fixed rail traveling roller with respect to the fixed rail and the movable rail traveling roller with respect to the movable rail from derailing. The load bearing capacity test vehicle according to claim 5.

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