JPH1178901A - Cart for airport - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve safety for an operator on an escalator and to moderate operator's fear or anxiety by eliminating the operator's step-movement on the escalator. SOLUTION: The cart, which enters into an escalator and then lifts up and down with the escalator, is equipped with a cart body 2, front wheels and rear wheels, a manual brake mechanism, and a handle 3. The front wheels and the rear wheels are mounted on the cart body 2. The manual brake mechanism controls the rear wheels by the operator's operation. The handle 3 has a handle section 31 and second handle sections 32, and is fixed in the cart 2. The first handle section 31 extends in the right and left direction. The second handle sections 32 extend backward from the first handle section 31.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an airport cart that can be moved up and down by an escalator used at an airport.

[0002]

2. Description of the Related Art At the airport, a cart pushed by hand is prepared as an auxiliary tool for moving loads such as large trunks and bags. Aircraft passengers move around the airport with luggage in this cart. Since there are many escalators in the airport, it is convenient if cart users can use the escalator with the cart.

A cart which can be moved up and down by such an escalator is disclosed in Japanese Utility Model Laid-Open No. 6-60576.

[0004]

Problems to be Solved by the Invention
In general, the push handle of an airport cart is a bar extending in the left-right direction, as typified by the cart disclosed in Japanese Unexamined Patent Publication (Kokai) No. H11-209, and an operator holds the handle in front of the body and pushes the cart (FIG. 22). reference). It is assumed that the vehicle enters the escalator in this state. Immediately after being placed on the escalator, the positional relationship between the operator and the cart is the same as the positional relationship on the normal floor. When the cart begins to incline along the escalator, the handle approaches the operator on the up escalator (see FIG. 23), and the handle moves away from the operator on the down escalator (FIG. 2).
4). When the inclination of the cart increases, the operator is forced to move down or up one step in accordance with the position of the handle. In particular, on a descending escalator, the steering wheel moves away from the operator, giving the operator an uneasy feeling that the cart may fall down. Also, depending on the position of the cart, the cart steps down one step, so the operator must move step by step in accordance with the complicated movement of the combination of moving the handle away and the cart falling. The above gives the operator a fear, and furthermore, the operator may lose his balance and fall down.

[0005] It is an object of the present invention to improve the safety of the operator on the escalator and to alleviate the fear and anxiety of the operator by eliminating the step movement of the cart operator on the escalator. .

[0006]

The airport cart according to the first aspect of the present invention may be moved up and down by an escalator, and includes a cart body, a plurality of wheels, a brake mechanism, and a handle. I have. The wheels are mounted on the cart body. The brake mechanism is operated by an operator's operation, and controls at least one of the plurality of wheels.
The handle has a first handle portion and a second handle portion, and is fixed to the cart body. The first handle portion extends in the left-right direction. The second handle portion extends rearward from the first handle portion.

Here, when the vehicle is running on a normal floor surface, if the middle portion in the front-rear direction of the second handle portion is gripped, the up-side escalator is attached to the rear end portion in the front-rear direction of the second handle portion in the down escalator. In the above, by changing the grip position on the front end portion in the front-rear direction of the second handle portion or the first handle portion, the operator does not need to perform step movement even if the handle moves away from or approaches the operator on the escalator. become. That is, since the operator is located on the side of the second handle, even if the handle is moved in the front-rear direction with respect to the operator, the operator can grip the second handle or the first handle.

As described above, since the step movement of the operator on the escalator can be made unnecessary, the safety of the operator on the escalator is improved, and the fear and anxiety of the operator are alleviated. You. When the cart is parked, the brake mechanism is operated by the operation of the operator.

According to a second aspect of the present invention, in the airport cart, the second handle portion extends rearward from both ends of the first handle portion. Here, the second handle portion extends rearward from both ends of the first handle portion. Accordingly, the operator pushes the airport cart with the three surfaces being located at a place surrounded by the first handle portion and the two second handle portions.

When traveling on a normal floor, the second
Hold the middle part in the front-rear direction of both second handle parts between the handle parts with both hands and push the airport cart. In the descending escalator, the front and rear ends of both second handle portions are
In the upward escalator, by changing the gripping position of the front and rear ends of the two second handles or the first handle, even if the handle moves away from or approaches the operator on the escalator, the operator steps. You don't have to.

According to a third aspect of the present invention, there is provided an airport cart, wherein the second handle portion is a first handle.
It extends rearward and upward from the handle portion. Here, since the second handle portion extends upward, the height position of the rear end portion in the front-rear direction of the second handle portion on the descending escalator is closer to the operator. For this reason, even if the steering wheel moves forward and downward from the operator due to the downward slope, the operator can grip the second handle portion in a more natural posture.

[0012]

FIG. 1 shows an airport cart according to an embodiment of the present invention. The cart 1 is used for moving luggage such as a trunk at an airport.
The cart 1 mainly includes a cart body 2, a handle 3, a front wheel 4, two rear wheels 5, and a front wheel drop mitigation device 6.
And a rear wheel fall mitigation device 8 attached to each rear wheel 5, an automatic brake mechanism, and a manual brake mechanism. The direction D1 in FIG. 1 indicates the traveling direction of the cart 1. Hereinafter, the “front-back direction” and “left-right direction” described in the description are defined based on the traveling direction D1. The distance (wheel base) between the front wheel 4 and the rear wheel 5 in the front-rear direction is 800 mm in accordance with twice the distance between the steps of the escalator. The distance between the left and right rear wheels 5 is 600 mm, and the total length including the handle 3 is 1300 mm
It is. The cart 1 is compatible with an escalator of 25 degrees / R5000 specification.

As shown in FIGS. 2 to 4, the cart main body 2 mainly includes a main frame 21, a carrier rear frame 22, a carrier lower frame 23, and a carrier front frame 24. The main frame 21 includes first and second horizontal portions 21 a and 21 g and first to fifth inclined portions 21.
b to 21f and a vertical portion 21h. The first horizontal portion 21a is a portion extending in the left-right direction at the forefront of the cart 1. First to fifth inclined portions 21b to 21f
Are portions extending from both left and right end portions of the first horizontal portion 21a so as to spread leftward and rightward. The first inclined portion 21b is inclined upward and extends rearward from both left and right ends of the first horizontal portion 21a. The second inclined portion 21c is slightly inclined downward from the rear end of the first inclined portion 21b and extends rearward. The third inclined portion 21d is inclined upward from the rear end of the second inclined portion 21c and extends rearward. The fourth inclined portion 21e is inclined downward from the rear end of the third inclined portion 21d and extends rearward. The fifth inclined portion 21f is inclined upward and extends rearward from the rear end of the fourth inclined portion 21e. The second horizontal portion 21g extends rearward from the rear end of the fifth inclined portion 21f in the front-rear direction. The vertical portion 21h extends upward from the upper surface of the second horizontal portion 21g.

The back frame 22 of the loading platform includes a side pillar portion 22a.
And the first and second support portions 22b and 22c. The lower end of the side pillar portion 22a is fixed to the main frame 21, and extends upward and rearward from around the front portion of the fifth inclined portion 21f on both left and right sides. The side display panel 11 for displaying an advertisement or the like is mounted using the side pillar portion 22a and the vertical portion 21h (see FIG. 1). The first support portion 22b connects the upper ends of the both side pillar portions 22a.
The second support portion 22c connects between the central portions of both side pillar portions 22a.

The carrier lower frame 23 is provided with the bottom support 2.
3a and a rear support portion 23b. The bottom support portion 23a includes a round bar extending in the front-rear direction and a round bar extending in the left-right direction.
1d and both fourth inclined portions 21e. The rear support portion 23b extends upward and rearward from the rear end of the bottom support portion 23a.

The carrier front frame 24 includes a front support 24
a and the fixing portion 24b. The fixing portion 24b is fixed to the left and right fourth inclined portions 21e. The front support portion 24a has a gate shape, and is supported by a fixed portion 24b by a hinge with a spring. The front support portion 24a is rotatable relative to the fixed portion 24b at a position shown by a dotted line in FIG. In addition, the front support portion 24a has
The front display panel 10 for displaying an advertisement or the like as shown in FIG.

The handle 3 includes a connecting portion 33 fixed to the main frame 21 and first and second handle portions 31 and 3.
And 2. The connecting part 33 is a left and right vertical part 2
It is fixed to the upper end of 1h. The first handle portion 31 connects the left and right connecting portions 33 and extends horizontally in the left-right direction. The second handle portion 32 extends rearward from the connecting portion 33 and has an oval shape that expands toward the rear. That is, the upper portion 32a of the second handle portion 32 extends rearward and upward. In FIG. 1, the height from the floor to the top of the handle 3 is 950.
mm, the distance between the rear ends of both second handle portions is 700 mm.

The front wheel 4 is a twin-wheel caster.
As shown in FIG. 7, a fixed portion 4a and two tires 4b
It is composed of The front wheel 4 is mounted on a support plate 61 described later, and is rotatable around a vertical axis with respect to the cart body 2. The front wheel fall mitigation device 6 is shown in FIGS.
As shown in FIG.
And two first oil dampers 64, a first shaft 65,
The first and second arms 68 and 71 and the first and second locking members 73 and 75 are provided.

Both ends of the support plate 61 are fixed to the second inclined portion 21c of the main frame 21. The front wheel 4 is arranged at the lower center of the support plate 61, and the fixing portion 4 a of the front wheel 4 is fixed to the support plate 61 by bolts 62. Two connecting plates 63 are mounted on the support plate 61 symmetrically with respect to the central axis OO so as to extend upward from a front end near the center of the support plate 61. These connecting plates 6
3 is provided with a hole.

The first oil damper 64 is bilaterally symmetrical.
It mainly comprises a cylinder 64a, a cylinder-side joint 64b, a piston 64c, and a piston-side joint 64d. The cylinder-side joint portion 64b is attached to the end of the cylinder 64a on the traveling direction D1 side, and is pin-joined to the connection plate 63. The piston-side joint portion 64d is attached to an end of the piston 64c on the side opposite to the traveling direction D1 side, and is pin-joined to a connection plate 65a described later.

Both ends of the first shaft 65 are rotatably supported by a shaft support member 66. The shaft support member 66 is fixed to the lower surface of the support plate 61. As shown in FIG. 5 and FIG.
a is non-rotatably fixed to the first shaft 65. A hole for pin-joining the first oil damper 64 with the piston-side joint 64d is formed at an upper portion of the coupling plate 65a and at a position shifted from the axis center of the first shaft 65. A portion of the first shaft 65 outside the shaft support member 66 includes the first shaft 65.
The gear 67 and the first arm 68 are fixed.

The first arm 68 has one end fixed to the end of the first shaft 65, and extends behind the front wheel 4, as shown in FIG. The third shaft 72 connects the other ends of the left and right first arms 68 and is rotatably supported by the first arm 68. Near the left and right ends of the third shaft 72, first locking members 73 made of rubber or the like are mounted. First locking member 73
Has an outer diameter larger than the outer diameter of the third shaft 72. As shown in FIG. 6, the lower end of the first locking member 73 is slightly higher than the lower end of the front wheel 4 when the front wheel 4 is on the floor.

The second arm 71 has one end fixed to the second shaft 69 and extends to the front side of the front wheel 4 as shown in FIG.
The second shaft 69 is supported by the shaft support member 66. The second gear 70 fixed to the second shaft 69 is in a state of being meshed with the first gear 67 as shown in FIGS. Therefore, when the first arm 68 moves in an arc around the first shaft 65, the first shaft 65 rotates, and the rotation is transmitted by the first and second gears 67 and 70, and the second shaft 69.
Rotates, and the second arm 71 moves in an arc around the second shaft 69. An example after this movement is indicated by a dotted line in FIG. Conversely, when the second arm 71 moves in an arc around the second axis 69, the second axis 69
Rotate, the rotation is transmitted by the second and first gears 70 and 67, the first shaft 65 rotates, and the first arm 68
It moves while drawing an arc around the axis 65. 4th shaft 74
Is connected to the other ends of the left and right second arms 71, and the second
The arm 71 is rotatably supported. A second locking member 75 made of rubber or the like is mounted near both ends of the fourth shaft 74.

The second locking member 75 has an outer diameter of the fourth shaft 7.
4 is larger than the outside diameter. As shown in FIG. 6, the lower end of the second locking member 75 is slightly higher than the lower end of the front wheel 4 when the front wheel 4 is on the floor. When the first and second arms 68 and 71 open from the state shown by the solid line in FIG. 6 to the state shown by the dotted line, the first shaft 65 rotates, and the connection point between the connection plate 65a and the piston-side connection portion 64d is changed. Move forward and downward. As a result, the first oil damper 64 tilts up and down, and the piston 6
4c and the cylinder 64a move relatively. At this time,
Since the piston 64c and the cylinder 64a relatively move while receiving resistance, the rotation speed of the first shaft 65, and thus the movement speed of the first and second arms 68 and 71, are attenuated.

One rear wheel 5 is provided on each of the left and right sides. As shown in FIGS. 8 and 9, the rear wheel 5 mainly includes a fixing portion 51, a casing 52, and a fifth shaft 53.
And a tire 54. The fixing portion 51 is fixed to the lower surface of the second horizontal portion 21g of the main frame 21. The casing 52 mainly includes a horizontal plate 52a, a first side plate 52b, and a second side plate 52c.

The horizontal plate 52a is fixed to the lower surface of the fixed part 51. The first side plate 52b is outside the horizontal plate 52a (FIG. 8).
The second side plate 52c extends downward and backward from the inner (upper side in FIG. 8) end of the horizontal plate 52a. As shown in FIG.
Alternatively, as shown in FIG. 12, a rectangular hole 52d is formed. Round holes are formed in the lower end portions of the first and second side plates 52b and 52c, and rotatably support the fifth shaft 53.

A tire 54 is fixed between the side plates 52b and 52c of the fifth shaft 53. The tire 54 includes a wheel portion 54a and a tire portion 54b, as shown in FIG. 11 or FIG. The wheel portion 54a is formed from the outer peripheral end of the disk whose center portion is fixed to the fifth shaft 53 from the first side plate 5
This is a structure in which a cylindrical portion extends to the side 2b. In the space on the inner peripheral side of the cylindrical portion of the wheel portion 54a, a locking gear 56 and an inner protruding portion 5
5b are arranged. The tire portion 54b is made of rubber, and is fixed to the outer peripheral surface of the cylindrical portion of the wheel portion 54a.

As shown in FIGS. 8 and 9, the rear wheel drop mitigation device 8 mainly includes a second oil damper 81 and a third oil damper 81.
An outer arm 82 and a third inner arm 84 and a third locking member 87 are provided. As shown in FIG. 1, the rear wheel cover 9 is provided so as to cover the outside of the second oil damper 81, and is fixed to the main frame 21.

The second oil damper 81 mainly includes a cylinder 81a, a cylinder-side joint 81b, a piston 81c, and a piston-side joint 81d. The cylinder-side joint portion 81b is
a, and is rotatably connected to the fifth shaft 53 outside the first side plate 52b. The piston-side joint portion 81d is attached to one end of the piston 81c, and is pin-joined to the upper end of the third outer arm 82.

One end of the third outer arm 82 is pin-joined to the piston-side joint 64d, and extends therefrom to the rear side of the rear wheel as shown in FIG. The other end of the third outer arm 82 supports the end of the sixth shaft 86. The second outer arm 82 is rotatably supported on the first side plate 52b by a pin 83 between both ends (at a position closer to the joint with the piston-side joint 81d). Therefore, the second outer arm 82 is rotatable about the pin 83.

As shown in FIG. 8, the third inner arm 84 is rotatably supported by the second side plate 52c by the pin 85 at a position where the height position and the front-back position are equal to the pin 83. The other end of the third inner arm 84 supports an end of the sixth shaft 86. The sixth shaft 86 is connected to the third outer arm 8.
2 and the end of the third inner arm 84, and extends horizontally in the left-right direction. At the center of the sixth shaft 86, a third locking member 87 made of rubber or the like is mounted.

The third locking member 87 has an outer diameter of the sixth shaft 8.
6 is larger than the outside diameter. As shown in FIG. 9, the lower end of the third locking member 87 is slightly higher than the lower end of the rear wheel 5 when the rear wheel 5 is on the floor. When the third outer arm 82 and the third inner arm 84 move from the state shown by the solid line in FIG. 9 to the state shown by the dotted line, the joining point between the third outer arm 82 and the piston-side joint 81d moves forward and downward. Moving. Accordingly, the second oil damper 81 is tilted, and the piston 81c and the cylinder 81a are relatively moved and compressed. At this time, since the piston 64c and the cylinder 64a relatively move while receiving resistance, the moving speed of the connecting point between the third outer arm 82 and the piston-side connecting portion 81d, and consequently, the moving speed of the third locking member 87 are attenuated. Is done.

The automatic brake mechanism is a mechanism for automatically restricting the rotation of the rear wheel 5 when the cart 1 enters the escalator and the rear wheel 5 is mounted on the step of the escalator. It is composed of a plate 55 and a lock gear 56 (see FIGS. 10 to 13). The locking gear 56 has eight teeth on the outer circumference as shown in FIGS. 10 and 12, and the inner circumference is fixed to the fifth shaft 53. The locking gear 56 includes the tire 54 and the first side plate 5.
2b, and is disposed inside (to the right in FIGS. 11 and 13) a detection plate 55 described later.

The detection plate 55 is disposed between the tire 54 and the first side plate 52b in the left-right direction. The detection plate 55 has an outer protrusion 55 protruding toward the first side plate 52b.
a, an inner protruding portion 55b protruding toward the tire 54, and a hole 55c near the center. Outer protrusion 55
a protrudes into the square hole 52d of the first side plate 52b.
The inner protruding portion 55 b protrudes to the outer peripheral side of the lock gear 56. As shown in FIGS. 11 and 13, the fifth shaft 53 passes through the hole 55 c so that the detection plate 55 can move up and down with respect to the fifth shaft 53.

As shown in FIGS. 10 and 11, the tire 5
When the vehicle 4 is traveling on the normal floor surface 99, the lower end of the detection plate 55 is on the floor surface. At this time, the outer projecting portion 55a is located above the square hole 52d, and the inner projecting portion 55b is located above the outer peripheral end of the teeth of the locking gear 56. At this time, the fifth shaft 53 is
5c is penetrating the lower part. Here, the tire 54 and the lock gear 56 are not restricted by the detection plate 55 and the like, and can freely rotate together with the fifth shaft 53 while being supported by the casing 52. Thus, when the tire 54 is traveling on the normal floor surface 99,
The automatic brake mechanism is not operating and the rear wheel 5
No brake is applied.

When the tire 54 is on the step of the escalator 98, the tire 54 is in the groove 9 of the step of the escalator 98, as shown in FIGS.
Since the width of the tire portion 54b is larger than the width of the groove 8a, the groove 98
It does not fit in a. On the other hand, the thickness of the detection plate 55 is
8a is smaller than the width of the groove 98a.
It falls into a. That is, the detection plate 55 moves downward with respect to the tire 54, the lock gear 56, and the first side plate 52b. As a result, the outer protrusion 55a moves to the lower part of the square hole 52d, and the inner protrusion 55a moves.
b moves between the teeth of the locking gear 56, and the fifth shaft 53 passes through the upper part of the hole 55c. Here, the rotation of the lock gear 56 is regulated by the first side plate 52b via the inner protrusion 55b and the outer protrusion 55a. According to the rotation of the lock gear 56, the rotation of the fifth shaft 53 and the tire 54 is also restricted. As described above, when the tire 54 is on the step of the escalator 98, the automatic brake mechanism is in operation, and the rear wheel 5 is braked.

The manual brake mechanism is a brake mechanism for the parking rear wheel 5, and is turned on / off by an operation of an operator. This manual brake mechanism mainly includes a friction brake member 57 and a switching lever 58 (see FIGS. 8 and 9). By switching the switching lever 58, the friction brake member 57
Is switched between a state in which is frictionally engaged with the tire 54 and a state in which it is not frictionally engaged.

In this embodiment, a manual brake mechanism for mounting the switching lever 58 on the casing 52 is employed. However, a structure in which the switching lever is arranged near the operator may be employed. -A structure in which non-operation is linked to the handle may be adopted. Next, the normal movement of the cart 1 on the floor will be described.

On a normal floor, a user (operator) of the cart 1 holds the handle 3 and pushes the cart 1. Here, since the lower ends of the first, second, and third locking members 73, 75, and 87 are slightly higher than the floor surface, only the front wheel 4 and the rear wheel 5 are in contact with the floor and the cart 1 Moves. Here, regarding which part of the handle 3 is to be gripped, the grip on the middle part of the handle 3 in the front-rear direction is improved because the safety of the operator on the escalator is further improved by grasping the middle part of the handle 3 in the front-rear direction. It is desirable to guide the operator to grip the middle part in the front-rear direction of the handle 3 by explaining the posture of the operator and the cart 1 on an escalator to be described later with a note.

Next, the movement of the cart 1 on the down escalator will be described. When the front wheel 4 and the rear wheel 5 are on the steps S2 and S4 on the descending escalator in the state as shown in FIG. 14, the cart 1 is moved forward and backward by the rotation of the rear wheel 5 by the operation of the automatic brake mechanism. Does not shift in the direction. That is, in the state shown in FIG.
The cart 1 is carried by the escalator without falling. In addition, as shown in FIG. 14, the front wheel 4 and the rear wheel 5
When the cart 1 is placed on the central portion in the front-rear direction, the second locking member 75 contacts the front portion of steps S2 and S4 on which the front wheel 4 is placed, and assists in regulating the cart 1 from moving forward and backward.

When the front wheel 4 and the rear wheel 5 are on the descending escalator near the space between the steps, when the escalator is inclined, the cart 1 is in a state as shown in FIG. Then, the cart 1 starts dropping to steps S6 and S8 one step below, and becomes a state as shown in FIG. Here, almost simultaneously, the first locking member 73 and the third locking member 87 are locked in steps S5 and S7 on which the front wheel 4 and the rear wheel 5 are mounted first. Then, the cart 1 continues to fall while the first locking member 73 and the third locking member 87 are locked in steps S5 and S7, and the front wheel 4 and the rear wheel The wheel 5 comes into contact with the ground (see FIG. 17). However, after the first locking member 73 and the third locking member 87 are locked in steps S5 and S7, the first locking member 73 and the third locking member 87 are locked.
The cart body 2, the first locking member 73 and the third locking member 8 are controlled by the oil damper 64 and the second oil damper 81.
7, the moving speed of the cart 1 is decreased, and the falling speed of the cart 1 is reduced. Thereby, the feeling of anxiety and fear of the operator due to the drop of the cart 1 on the down escalator is alleviated. In addition, since the impact when the front wheel 4 and the rear wheel 5 touch the ground at steps S6 and S8, which are one step below, is also reduced, collapse and drop of luggage loaded on the cart 1 can be suppressed.

Next, the movement of the cart 1 on the escalator uphill will be described. When the front wheel 4 and the rear wheel 5 are on the steps S11 and S13 on the ascending escalator in the state shown in FIG. 18, the cart 1 is moved forward and backward by the rotation of the rear wheel 5 by the operation of the automatic brake mechanism. Does not shift in the direction. That is, in the state shown in FIG. 18, the cart 1 is carried by the escalator without falling. Also, as shown in FIG. 18, when the front wheel 4 and the rear wheel 5 are mounted on the center in the front-rear direction of steps S11 and S13, the first and third locking members 73 and 87 are mounted on the front wheel 4 and the rear wheel 5. And touching the rear part of steps S11 and S13 to assist in regulating the back and forth movement of the cart 1.

When the front wheel 4 and the rear wheel 5 are placed between the steps on the up escalator, when the escalator is tilted, the cart 1 is in a state as shown in FIG. Then, the cart 1 starts dropping to steps S16 and S18 one step below, and as shown in FIG. 20, the second locking member 75 is locked at step S15 on which the front wheel 4 was initially placed. Further, at this time, the third locking member 87 is grounded to step S18 one step below. Then, the cart 1 continues to fall while the second locking member 75 is locked in step S15. Then, as shown in FIG. 21, the front wheel 4 and the rear wheel 5 are moved down by one step to step S1.
6, ground to S18. However, after the second locking member 75 is locked, the relative movement speed between the cart body 2 and the second locking member 75 is attenuated by the first oil damper 64, and the falling speed of the cart 1 is reduced. Thereby, the feeling of anxiety and fear of the operator due to the drop of the cart 1 on the escalator on the upside is relieved, and the collapse of the load and the drop of the load are suppressed. Further, the falling speed of the rear wheel 5 and the rear portion of the cart 1 is reduced by the second oil damper 81.

Next, other advantageous effects of the cart 1 of the present embodiment on the escalator will be described. 1) In the cart 1 of the present embodiment, each locking member 73, 7
5, 87 are connected to the cart body 2 via the arms 68, 71, 82, 84, respectively.
The robot moves while drawing an arc centered on the connecting portion between 84 and the cart body 2. For this reason, the locking members 73, 75, 8
The movement of the cart 1 after the 7 is locked to the step
Unlike the case of simply falling or sliding down, the movement is a mixture of circular motions. Therefore, the operator has a feeling that the drop of the cart 1 is a predetermined operation, and the feeling of uneasiness given to the operator by the drop of the cart 1 is suppressed.

2) When the cart 1 falls on the descending escalator from the state shown in FIG. 16 to the state shown in FIG. 17, if the second locking member 75 does not move upward, the cart 1 The second locking member 75 contacts the step S8 one step below. In this case, in addition to the impact due to the grounding of the front wheel 4 at step S8, the impact due to the grounding of the second locking member 75 at step S8 occurs, and the cart 1
The movement of touching the ground to the step is complicated, and the operator's feeling of anxiety increases.

In this embodiment, the first locking member 73 and the second
Since the movement with the locking member 75 is linked by the engagement of the first and second gears 67 and 70, when the front wheel 4 comes into contact with the step S8, the second locking member 75 is at a position higher than the surface of the step S8. Move (see FIG. 17). As a result, the movement of the cart 1 falling is simplified, and anxiety of the operator is suppressed.

The same applies to the case where the cart 1 falls from the state shown in FIG. 20 to the state shown in FIG. 21 on the up escalator, and the first locking member 73 moves down one step to step S16. Before contact, the front wheels 4 touch the ground at step S16. 3) In the present embodiment, each of the locking members 73, 75, 87 is disposed on each of the left and right sides. Therefore, even when the cart 1 enters the escalator in a state where the traveling direction of the cart 1 is slightly inclined with respect to the escalator, there is a high probability that any of the locking members 73, 75, and 87 will be locked at the step. That is, even if the cart 1 enters the escalator in a slightly inclined state, each of the fall mitigation devices 6,
8 are designed to work.

4) In this embodiment, the distance between the front wheel 4 and the rear wheel 5 in the front-rear direction is set to twice the span between the steps of the escalator. If this distance is set irrespective of the span between the steps of the escalator, the front wheels 4 begin to fall on the down escalator and the first
Timing at which the locking member 73 is locked to the step and the rear wheel 5
Starts falling and the timing at which the third locking member 87 locks to the step is shifted. If these timings are off,
When the cart 1 starts to fall, first, one of the first and third locking members 73 and 87 is locked to the step, and then the other is locked to the step. In other words, the falling movement of the cart 1 becomes complicated, and the operator's feeling of anxiety increases.

However, here, when the front wheel 4 starts to fall, the rear wheel 4 starts to fall, and the timing at which the first locking member 73 locks in step S7 and the third locking member 87 relates to step S5. The stop timing almost coincides with the stop timing (see FIG. 1).
6). For this reason, the falling movement of the cart 1 becomes simple, and the anxiety of the operator is reduced. 5) In the cart 1 of the present embodiment, in addition to the manual brake mechanism employed in the conventional airport cart, an automatic brake mechanism that automatically operates when the cart is on the escalator is provided. Therefore, when the cart 1 enters the escalator, the brake is automatically applied regardless of the operation of the operator. Thereby, the stability of the cart 1 on the escalator is increased.

6) In this embodiment, the first handle portion 31
The handle 3 has a structure in which the second handle portion 32 extends rearward from both ends of the handle 3. Accordingly, the operator pushes the cart 1 at a position where three surfaces are surrounded by the first handle portion 31 and the two second handle portions 32. When traveling on a normal floor, if the user grips the middle portion of the second handle portion 32 in the front-rear direction, the escalator goes down to the rear end portion of the second handle portion 32 in the front-rear direction. (2) The front end of the handle portion 32 in the front-rear direction or the first handle portion
By changing the gripping position to 1, the operator does not need to perform a step movement even if the handle 3 moves away from or approaches the operator on the escalator (see FIGS. 14 and 17). In other words, since the operator is located between the left and right second handle portions 32, even if the handle 3 moves in the front-rear direction with respect to the operator, the operator can move the second handle portion 32 or the first handle portion 31 somewhere. You can hold.

As described above, since the step movement of the operator on the escalator can be made unnecessary, the safety of the operator on the escalator is improved, and the fear and anxiety of the operator are alleviated. You. In the present embodiment, the upper portion 32a of the second handle portion 32 extends rearward and upward. Therefore, the height position of the rear end portion of the second handle portion 32 in the front-rear direction on the descending escalator is closer to the operator (see FIG. 14). Therefore, even if the handle 3 moves forward and downward from the operator due to the downward inclination, the operator can grip the second handle portion 32 in a more natural posture.

7) In the present embodiment, as shown in FIGS. 14 to 21, the gap between the cart main body 2 and the escalator is always formed on the escalator by setting the frame shape, dimensions, and inclination of the cart main body 2. Is secured. Specifically, the fourth inclined portion 21e of the main frame 21 and the bottom support portion 23a of the carrier lower frame 23 are inclined upward from the rear to the front on the floor surface. This inclination secures a predetermined gap between the cart body 2 and the escalator on the escalator while keeping the center of gravity of the entire cart low.

This prevents the cart from coming into contact with the corner of the step and becoming in a seesaw state with the contact point as a support point when the escalator starts to lean or the slope stops near the exit. In. Therefore, it is possible to prevent the operator from feeling uneasy due to the seesaw state of the cart 1. Also, since the fourth inclined portion 21e of the main frame 21 and the bottom support portion 23a of the carrier lower frame 23 that are in contact with the bottom of the load are inclined upward from the rear to the front on the floor surface,
In particular, when the cart 1 is tilted on the down escalator, it is possible to prevent the luggage from moving or dropping, and to prevent the collapse of the luggage (see FIG. 14).

8) In the present embodiment, the main frame 21, which is the lower member of the cart body 2, also serves as the lower member of the carrier. This simplifies the structure, improves the assemblability, and reduces the number of members, thereby lowering the manufacturing cost.

[0055]

According to the present invention, since the second handle portion extending rearward from the first handle portion is provided, the operator does not move stepwise even if the handle moves away from or approaches the cart operator on the escalator. I can do it. Thereby, the safety of the operator on the escalator is improved, and the fear and anxiety of the operator are alleviated.

[Brief description of the drawings]

FIG. 1 is a side view of a cart according to one embodiment of the present invention.

FIG. 2 is a side view of a cart body and a handle.

FIG. 3 is a top view of a cart body and a handle.

FIG. 4 is a front view of a cart body and a handle.

FIG. 5 is a top view of the front wheel and the front wheel drop mitigation device.

FIG. 6 is a view taken along the line VI-VI in FIG. 5;

FIG. 7 is a view taken in the direction of arrows VII-VII in FIG. 5;

FIG. 8 is a top view of the rear wheel and the rear wheel drop mitigation device.

FIG. 9 is a side view of the front wheel and the front wheel drop mitigation device.

FIG. 10 is a state diagram of an automatic brake mechanism.

FIG. 11 is a sectional view taken along the line XI-XI in FIG. 10;

FIG. 12 is a state diagram of an automatic brake mechanism.

13 is a sectional view taken along the line XIII-XIII in FIG.

FIG. 14 is a state diagram of a cart.

FIG. 15 is a state diagram of a cart.

FIG. 16 is a state diagram of a cart.

FIG. 17 is a state diagram of a cart.

FIG. 18 is a state diagram of a cart.

FIG. 19 is a state diagram of a cart.

FIG. 20 is a state diagram of a cart.

FIG. 21 is a state diagram of a cart.

FIG. 22 is a state diagram of a conventional cart.

FIG. 23 is a state diagram of a conventional cart.

FIG. 24 is a state diagram of a conventional cart.

[Explanation of symbols]

 Reference Signs List 1 cart 2 cart body 3 handle 4 front wheel 5 rear wheel 6 front wheel drop mitigation device 8 rear wheel drop mitigation device 21 main frame 21e fourth inclined portion 31 first handle portion 32 second handle portion 55 detection plate 56 locking gear (regulation) 64) First oil damper 68 First arm 71 Second arm 73 First locking member 75 Second locking member 81 Second oil damper 82 Third outer arm (third arm) 84 Third inner arm (Third arm) Arm) 87 Third locking member

Claims (3)

[Claims] 1. An airport cart that moves up and down together with an escalator after entering an escalator, wherein the cart body, a plurality of wheels mounted on the cart body, and at least one of the plurality of wheels operated by an operator.
Airport, comprising: a brake mechanism for controlling the first handle, a first handle extending in the left-right direction, and a second handle extending rearward from the first handle, the handle being fixed to the cart body. For cart. 2. The airport cart according to claim 1, wherein said second handle portion extends rearward from both ends of said first handle portion. 3. The airport cart according to claim 1, wherein the second handle portion extends rearward and upward from the first handle portion.