JPH0220107Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a transport vehicle in which a cargo box is attached to a stationary member of the vehicle body so as to be movable up and down via a lifting device.

(Prior art) Conventional transport vehicles of this type are, for example,
As shown in Publication No. 5431, an upper rail is provided at the lower part of the cargo box, and a lower rail is provided on the vehicle body stationary member, and a pair of first and second arms are pivoted in a crosswise manner. The lower end of the first arm is rotatably supported at one end on the side of the vehicle body stationary member, the upper end of the first arm is movably connected to the other end of the upper rail, and the upper end of the second arm is The second arm is rotatably supported at one end on the cargo box side, and the lower end of the second arm is movably connected to the other end of the lower rail, while the upper wall surface of the other end of the lower rail is partially cut out; An opening/closing cover is provided in the notch so that the opening/closing cover can be freely opened and closed, and the notch is opened by sliding the opening/closing cover, and then a lifting device provided between the vehicle body stationary member and the first arm is operated. The lower end of the second arm, which is movably connected to the other end of the lower rail, is detached from the lower rail through the notch to tilt the cargo box, while the opening/closing cover is tilted. By closing the notch and activating the lifting device by a sliding operation, the cargo box is raised in a horizontal state via both the arms.

(Problems to be Solved by the Invention) As described above, in the case of a transport vehicle in which the cargo box is provided so that it can be raised and lowered, when the cargo box is raised relative to the stationary member of the vehicle body, the center of gravity of the vehicle becomes higher. Therefore, if the vehicle travels with the cargo box raised relative to the stationary member of the vehicle body, the vehicle cannot run stably, and there is also a risk that the raised cargo box may come into contact with a building or the like.

This invention was developed in view of the above circumstances.
The purpose is to use a single detection device to detect the rise of the cargo box separately from the inclination, and when the cargo box is raised, to prevent the transmission from shifting to the drive gear, while also preventing the cargo box from tilting. To provide a transport vehicle which allows a transmission to be shifted to a driving gear when the vehicle is moved.

(Means for solving the problems) However, in order to achieve the above objectives, the present invention
A top rail is provided at the lower part of the cargo box, and a lower frame having a lower rail is rotatably supported on a vehicle body stationary member, and the lower frame is placed at a first position where it is stationary on the side of the vehicle body stationary member and at a first position where it is stationary on the side of the top rail. a pair of first and second arms are pivoted to intersect with each other, and the lower end of the first arm is rotatably supported on one end of the lower rail; 1st
The upper end of the arm is movably connected to the upper rail, the upper end of the second arm is rotatably supported by one end on the cargo box side, and the lower end of the second arm is moved to the lower rail. In the transport vehicle, in which the cargo box is selectively tilted or raised or lowered with respect to a stationary member of the vehicle body by switching the switching means, the cargo box is connected freely between the cargo box side and the lower frame. A detection device is provided that does not operate when the cargo box is tilted relative to the vehicle body stationary member, but operates only when the cargo box is raised, and detects only the rising movement of the cargo box. A shift lock device is provided that locks the shift operation of the transmission only when the cargo box is raised relative to the stationary member.

(Function) According to the present invention, the lower frame remains on the upper end stationary member side when the loading box is raised, but follows the loading box when the loading box is detected. Only with a detection device provided between the cargo box side and the lower frame can the rising of the cargo box be detected separately from the inclination of the cargo box. In this case, the shift lock device is activated to prevent the gear change of the transmission and prevent the vehicle from traveling carelessly. On the other hand, if the cargo box is tilted, the shift lock device is activated. is not activated, and the cargo can be unloaded by tilting the cargo box while moving the vehicle forward or backward.

(Example) An example of the present invention will be described below based on the drawings.

In the figure, reference numerals 1 and 1 denote a pair of left and right chassis frames that extend in the longitudinal direction on both sides of the loading platform of the transport vehicle and constitute a vehicle body stationary member, and a connecting shaft is connected between the rear end portions of these chassis frames 1 and 1. 2, and a lower frame L provided with a pair of lower rails 3, 3 having a U-shaped cross section on the connecting shaft 2.
are connected so that they can swing freely.

Specifically, the lower rails 3, 3 are disposed on the chassis frames 1, 1, and the rear connecting rod 4 is connected between the rear ends of the lower rails 3, 3. A front connecting rod 5 is installed between the front ends of the rear connecting rod 4, and connecting brackets 6, 6 fixed to both ends of the rear connecting rod 4 are installed, and a shaft 8 is connected to connecting brackets 7, 7 fixed to the connecting shaft 2. By being pivotally connected through the lower frame L, the rear end portion of the lower frame L is rotatably supported by the chassis frames 1, 1.

Reference numeral 9 denotes a cargo box arranged on the chassis frames 1, 1, and upper rails 1 having the same U-shaped cross section as the lower rails are provided on both sides of the lower surface of the cargo box 9.
0 and 10 are fixed at a narrower interval than the space between the lower rails 3 and 3.

11, 11 and 12, 12 are a pair of first and second arms that hold the cargo box 9 on the chassis frames 1, 1;
1 and 12 are pivotally connected via a pivot 13 in a crosswise manner at their intermediate portions in the longitudinal direction.

The lower end of the first arm 11 is rotatably supported by the rear connecting rod 5, and a guide roller 15 is rotatably attached to the upper end of the first arm 11 via a roller shaft 14. The upper end of the first arm 11 is connected to the upper rail 10 via a guide roller 15 so as to be freely movable in the front and rear direction.

The second arm 12 has an upper end rotatably supported at the rear of the lower surface of the cargo box 9 via a bracket 16, and a roller shaft 1 at the lower end.
A guide roller 18 is rotatably attached via the guide roller 7, and the lower end of the second arm 12 is connected to the lower rail 3 so as to be freely movable in the front and rear directions.

20 connects the cargo box 9 to the chassis frame 1,
1, the lower end of the cylinder 20 is connected to the chassis frame 1, 1.
The piston rod 22 of the hydraulic cylinder 20 is connected to the support rod 21 installed between the piston rods 21 and 21 to be freely swingable.
The tip of the cross arm 23 is swingably connected to a cross arm 23 spanning between the first arms 11, 11.

In the transport vehicle configured as described above, in the embodiment shown in the figure, the lower frame is provided as a switching means for switching between a first position where the lower frame rests on the chassis frame and a second position where the lower frame rests on the upper rail side. A manual locking mechanism A, a first locking mechanism B that elastically locks the lower rail 3 to the chassis frame 1 side, and a second locking mechanism B that locks the rear end of the cargo box 9 to the lower rail 3 side. a locking mechanism C; a third locking mechanism D that elastically locks the front end of the lower rail 3 to the front end of the load box 9 when the load box 9 is tilted; An automatic locking mechanism E automatically locks the front end side of the lower rail 3 to the chassis frame 1 when the cargo box 9 rises to the chassis frame 1, and detects the rise of the cargo box 9 in the horizontal direction with respect to the chassis frames 1. A detection device F and a shift lock device G that locks the shift operation of the transmission (TM) based on the output signal from the detection device F are provided, and these switching means A and various mechanisms B to F will be explained in detail next.

As shown in FIG. 3, the manual lock mechanism A supports a shaft 28 rotatably via a bracket 27 on a cross member 26 installed at the front of both chassis frames 1, 1. Lock levers 29, 29 are fixed to both ends of the shaft 28, and the levers 29, 29 have an engagement groove 31 that engages with a lock pin 30 protruding from the front part of the lower rail 3, and the lever 29 is operated to swing. Operation pin 3
2, so that the lower rail 3 is locked to the chassis frame 1 via the lock lever 29 by the engagement of the engagement groove 31 with the lock pin 30 by the swinging operation of the lock lever 29; The engagement groove 31 and the lock pin 3 are locked by the rocking operation of the lock lever 29.
0, the front end side of the lower rail 3 can freely swing relative to the chassis frame 1.

Further, as shown in FIGS. 3 and 4, the first locking mechanism B is fixed to the lower surface of the lower rail 3, and elastically engages with the shaft 28 of the manual locking mechanism A to lock the lower frame. A clamp 3 that prevents L from swinging relative to the chassis frame 1.
5, the clamp 35 is formed by bending a plate spring to have a U-shaped cross section, and integrally forms curved clamping parts 37, 37 for clamping the shaft 28 on opposite opposing walls 36, 36. The holding part 3
By the engagement of the shaft 28 between 7 and 37,
The front end side of the lower frame L is elastically locked to the chassis frame 1 via the clamp 35, and a load of more than a predetermined value is applied to the lower frame L in a direction away from the chassis frame 1. At times, the opposing walls 36, 36 are elastically deformed in a direction away from each other to release the clamp 35 from locking the lower frame L to the chassis frame 1.

Further, the second locking mechanism C is for locking the rear end of the cargo box 9 to the lower frame L when the cargo box 9 is tilted. As shown in the figure, the locking lever 40 is attached to the bracket 41 on the rear connecting rod 4 of the lower frame L.
The upper end of the lever 40 is formed with an engaging groove 43 that engages with a lock pin 42 fixed to the lower surface of the cargo box 9, while the lower end of the locking lever 40 and the manual lock mechanism A.
A swing arm 44 fixed to the shaft 28 is connected by a connecting rod 45, so that when the manual lock mechanism A is operated, the locking lever 40 is interlocked.

Specifically, when the lower frame L is locked to the chassis frame 1 by the swinging operation of the locking lever 29, the locking lever 40 is swung clockwise in FIG. 3 via the connecting rod 45. While the lock lever 40 releases the lock between the cargo box 9 and the lower frame L, the lock lever 29 is swung.
When the lower frame L is unlocked from the chassis frame 1, the connecting rod 45
The locking lever 40 is swung counterclockwise in FIG. 3 via the locking lever 40 so that the rear portion of the cargo box 9 is locked to the lower frame L side.

Further, as shown in FIGS. 5 and 6, the third locking mechanism D includes a roller 51 rotatably attached to a frame 50 constructed at the front ends of the upper rails 10, 10, and a roller 51 that is rotatably attached to the frame 50 installed at the front ends of the upper rails 10, 10, and the lower frames L. an elastic body 52 made of rubber that is fixed to the front connecting rod 5 and elastically receives the roller 51, and the elastic body 52 has a fitting groove 5 into which the roller 51 is fitted.
3 is formed.

By fitting the roller 51 into the engagement groove 53 in the elastic body 52, the front end of the lower frame L is elastically locked to the front end of the cargo box 9, while the lower frame L When a load of more than a predetermined value acting in a direction away from the upper rail 10 is applied, the elastic body 52 is elastically deformed and the roller 51 is disengaged from the engagement groove 53 of the elastic body 52. Lower frame L
The front end of the box 9 is detached from the front end of the cargo box 9.

Further, the automatic locking mechanism E includes the second arm 1.
Specifically, as shown in FIG. 7, the chassis frame 1
A lock pin 56 is fixed to a support 55 fixed to the front part of the lower rail 3, and a lock lever 59, which is provided with an engagement groove 58 that engages with the lock pin 56, is pivoted to a bracket 57 assembled to the front end of the lower rail 3. The lock lever 59 is freely supported and biased by a spring 60 in a direction in which the engagement groove 58 always engages the lock pin 56, while the upper end of the lock lever 59 is provided with a roller of the second arm 12. Contact portion 6 that contacts shaft 17
1 is provided.

The above automatic locking mechanism E has the first and second arms 11, 12 folded inwardly of the lower rails 3, 3 approximately horizontally with the lower rails 3, using the pivot shaft 13 as a fulcrum, The guide roller 18 of the second arm 12 is connected to the lower rail 3.
When the guide roller 1 is located at the front end of the
The roller shaft 17 supporting the lock lever 59 presses the contact portion 61 of the lock lever 59 to swing the lock lever 59 clockwise in FIG. While releasing the lock between L and the chassis frame 1, the first and second arms 11 and 12 are expanded in an X shape with the pivot shaft 13 as a fulcrum, and the guide roller 18 of the second arm 12 is released.
However, when the roller shaft 17 moves toward the rear end of the lower rail 3, the roller shaft 17 separates from the contact portion 61 of the lock lever 59, and the lock lever 5
9 is swung counterclockwise in FIG. 8 by the spring force of the spring 60, the engagement groove 61 engages with the lock pin 56, and thereby the front end side of the lower frame L is fixed to the chassis frame 1. It's starting to lock into place.

The detection device F also includes a limit switch 65 assembled to the front connecting rod 5 of the lower frame L;
The stopper 65b is attached to the frame 50 installed at the tip of the upper rails 10, 10, and turns off the limit switch 65 when the limit switch 65 comes into contact with the roller lever 65a.

On the other hand, the shift lock device G is assembled to the transmission case (TM), and includes a solenoid 67 that is energized by the ON operation of the limit switch 65, and a solenoid 67 that is freely swingably supported by the transmission case. It consists of a lock lever 69 interlockingly connected to a movable iron core 68 of 67, and a return spring 70 stretched between the lock lever 69 and the transmission case. Clamping pieces 72, 72 are provided to sandwich the shift inner lever 71.

In the above-described shift lock device G, the lower end of the lock lever 69 is moved within the swinging region of the shift inner lever 71 via the movable iron core 68 due to the excitation of the solenoid 67 accompanying the ON operation of the limit switch 65. The shift inner lever 71 is fitted between the clamping pieces 72, 72 of the lock lever 69, and the lever 71 swings.
In other words, the shift operation of the transmission (TM) is locked.

Next, the operation of the transport vehicle having the above configuration will be explained.

First, when the loading box 9 is not raised in the inclined or horizontal direction, the first and second arms 11, 1
2 is the lower rail 3 placed on the chassis frame 1 with the pivot 13 as a fulcrum;
The cargo box 9, which is folded inwardly in a substantially horizontal manner and supported by both arms 11 and 12, is placed on the lower frame L, and at this time, The shaft 28 constituting the manual locking mechanism A is fitted between the clamping parts 37, 37 of the clamp 35 of the first locking mechanism B, and the lower frame L is elastically attached to the chassis frames 1, 1. The roller 51 of the third locking mechanism D fits into the engagement groove 53 of the elastic body 52, so that the front end of the lower frame L is locked to the front end of the cargo box 9. The lock lever 5 of the automatic lock mechanism E
9 is pushed by the roller shaft 17,
It swings clockwise in FIG. 9, and the lock between the lower frame L and the chassis frame 1 by the lock lever 59 is released.

At this time, the limit switch 65 of the detection device F is turned off due to the contact of the contact 65b with the roller lever 65a, so the solenoid 67 of the speed change lock device G is demagnetized and the lock lever 69 is turned off. The spring force of the return spring 70 causes it to swing clockwise in FIG. 12, and its lower end moves out of the swing area of the shift inner lever 71, causing the shift inner lever 71 to swing, in other words, to shift. The transmission (TM) can be freely shifted, so the driver can drive by operating the transmission (TM).

However, when the transport vehicle is to run normally from the above state, the lock lever 29 of the manual lock mechanism A is swung to engage the engagement groove 31 of the lock lever 29 with the lock pin 30. ,
The lower frame L is fixed to the chassis frame 1, but even if the vehicle is driven without locking the lock lever 29, the first locking mechanism B will keep the lower frame L fixed to the chassis frame 1. Since the cargo box 9 is elastically locked to the chassis frames 1, 1, the front end side of the lower frame L of the cargo box 9 may be lifted off the chassis frames 1, 1 due to bounce of the vehicle or the like. Otherwise, the piston rod 21 of the hydraulic cylinder 20 does not extend.

On the other hand, as described above, when the cargo box 9 placed on the lower frame L is raised horizontally with respect to the chassis frames 1, 1, the manual lock mechanism A is By swinging the lock lever 29, the engagement groove 31 of the lock lever 29 is engaged with the lock pin 30,
At the same time as locking the front end side of the lower frame L to the chassis frame 1 and releasing the lock between the cargo box 9 and the lower frame L by the second locking mechanism C, the hydraulic cylinder 20 is locked. The piston rod 22 may be extended by supplying hydraulic oil to a piston chamber (not shown).
As the piston rod 22 extends, the roller 51 of the third locking mechanism D disengages from the engagement groove 53 of the elastic body 52, and the front end of the lower frame L is unlocked from the cargo box 9. At the same time,
As shown in FIG. 1, the first and second arms 1
1 and 12 are deployed in an X shape between the lower rail 3 and the upper rail 10 with the pivot 13 as a fulcrum, and the upper rail 10 and the cargo box 9 are attached to the lower frame via these arms 11 and 12. It is sequentially lifted upward in a horizontal state with respect to L and the chassis frame 1.

As described above, as the cargo box 10 rises, the contact 65b of the detection device F moves away from the roller lever 65a, and the limit switch 65 turns on, so that the speed change lock device G
The lock lever 69 swings in the counterclockwise direction in FIG.
1, and accordingly, the lock lever 69 shifts the shift inner lever 7 of the transmission (TM).
1 is prevented from swinging, the transmission (TM) is prevented from switching from the neutral position to the drive gear, and therefore, the running of the vehicle, which has become unstable due to the lifting of the cargo box 9, is ensured. It is prevented.

Further, as the cargo box 9 rises, the lock lever 59 of the automatic locking mechanism E swings counterclockwise in FIG. The lower rail 3 is automatically locked to the chassis frame 1. Therefore, if the manual lock mechanism A is operated by mistake when the cargo box 9 is raised, the lock lever of the manual lock mechanism A is locked. 29, the lower frame L and the chassis frame 1
Even if the lock is released, the lower frame L is fixed to the chassis frame 1 by the lock lever 59 of the automatic locking mechanism E. There is no such thing.

On the other hand, when tilting the cargo box 9 placed on the lower frame L with respect to the chassis frame 1, first move the lock lever 29 of the manual lock mechanism A to the position shown by the two-dot chain line in FIG. By swinging, the engagement groove 31 and the lock pin 3
0, the front end side of the lower frame L is free to swing with respect to the chassis frame 1, and the locking lever 40 of the second locking mechanism C is used to lock the cargo box 9. After locking the rear end to the lower frame L, hydraulic oil is supplied to the piston chamber (not shown) of the hydraulic cylinder 20 to extend the piston rod 22. As shown in FIG. 2, the cargo box 9 is extended to the lower frame
And the first and second arms 11 and 12 are tilted together.

As described above, when the cargo box 9 is tilted, the front end of the lower frame L, which is tilted along with the cargo box 9, is connected to the fitting groove of the elastic body 52 by the roller 51 of the third locking mechanism D. 53 and the front end of the lower frame L is elastically locked to the cargo box 9. Therefore, the lower frame L may wobble, or the lower frame L may not move relative to the cargo box 9.
This prevents the front end side from drooping.

Also, at this time, the lower frame L is attached to the cargo box 9.
As a result, the limit switch 65 of the detection device F is turned off due to the contact of the contact 65b with the roller lever 65a, and therefore the solenoid 67 of the speed change lock device G is demagnetized, as described above. The shift inner lever 7
1 is free to swing, so the driver can smoothly unload the cargo loaded in the cargo box 9 while moving the vehicle forward or backward with the cargo box tilted. .

(Effect of the invention) As described above, the present invention provides a top rail at the lower part of the cargo box, supports the lower frame having the lower rail on the vehicle body stationary member in a freely rotatable manner, and also allows the lower frame to be stationary on the vehicle body stationary member side. A switching means is provided for switching between a first position where the arm is moved to the upper rail side and a second position where the arm is rested on the upper rail side. The first arm is rotatably supported at one end, and the upper end of the first arm is movably connected to the upper rail, and the upper end of the second arm is rotatably supported at one end on the cargo box side. In the transport vehicle, the lower end of the second arm is movably connected to the lower rail, and the cargo box is selectively tilted or raised or lowered with respect to the vehicle body stationary member by switching operation of the switching means, between the loading box side and the lower frame,
A detection device is provided that does not operate when the cargo box is tilted with respect to the vehicle body stationary member, but operates only when the cargo box is raised, and detects only the rising motion of the cargo box. By providing a shift lock device that locks the gear shifting operation of the transmission only when the cargo box is raised relative to the stationary member of the vehicle body, the lower frame remains on the upper stationary member side when the cargo box is raised. When detecting the cargo box, the cargo box is to be followed, so only the detection device installed between the cargo box side and the lower frame is used to detect the rise of the cargo box and the inclination of the cargo box. and, therefore, prevents the gear change of the transmission via the gear shift lock device only when the cargo box is raised;
It is possible to prevent a vehicle that has become unstable due to the lifting of the cargo box from being driven carelessly, and on the other hand, when the cargo box is lowered onto a stationary member of the vehicle body, When the vehicle is in use, the transmission can be changed, so the cargo box can be tilted while the vehicle is moving forward or backward, and the cargo loaded in the cargo box can be unloaded smoothly.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a perspective view of the main parts when the packing box is raised horizontally, and FIG. 2 is a perspective view of the main parts when the packing box is tilted. FIG. 3 is a perspective view of the main parts, FIG. 4 is a side view of the first locking mechanism, FIG. 5 is a sectional view of the third locking mechanism, and FIG. 6 is the third locking mechanism. A perspective view of the elastic body of the mechanism, FIG. 7 is a sectional view of the automatic locking mechanism part,
8 and 9 are explanatory diagrams of the operation of the automatic locking mechanism, FIG. 10 is a sectional view of the limit switch mounting portion of the detection device, FIG. 11 is a perspective view of the speed change lock device, and FIG. 12 is the speed change lock device. FIG. 1... Chassis frame (vehicle body stationary member), 9
...Logging box, 20...Hydraulic cylinder (lifting device),
F...detection device, G...shift lock device, TM...
…transmission.

Claims (1)

[Scope of utility model registration request] A top rail is provided at the lower part of the cargo box, and a lower frame having a lower rail is rotatably supported on a vehicle body stationary member, and the lower frame is placed at a first position where it is stationary on the side of the vehicle body stationary member and at a first position where it is stationary on the side of the top rail. a pair of first and second arms are pivoted to intersect with each other, and the lower end of the first arm is rotatably supported on one end of the lower rail; The upper end of the first arm is movably connected to the upper rail, and the upper end of the second arm is rotatably supported by one end on the cargo box side, so that the lower end of the second arm is connected to the lower rail. In the transport vehicle, the cargo box is selectively tilted or raised or lowered with respect to a stationary member of the vehicle body by switching operation of the switching means. , a detection device is provided that does not operate when the cargo box is tilted with respect to the stationary member of the vehicle body, but operates only when the cargo box is raised, and detects only the rising movement of the cargo box, and based on an output signal from the detection device, A transport vehicle characterized in that it is provided with a speed change lock device that locks the speed change operation of the transmission only when the cargo box is raised relative to the vehicle body stationary member.