WO2015173971A1 - Multi-axle high-loading truck - Google Patents

Multi-axle high-loading truck Download PDF

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Publication number
WO2015173971A1
WO2015173971A1 PCT/JP2014/065734 JP2014065734W WO2015173971A1 WO 2015173971 A1 WO2015173971 A1 WO 2015173971A1 JP 2014065734 W JP2014065734 W JP 2014065734W WO 2015173971 A1 WO2015173971 A1 WO 2015173971A1
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Prior art keywords
vehicle
axle
center
axis
longitudinal direction
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PCT/JP2014/065734
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French (fr)
Japanese (ja)
Inventor
清英 岡崎
正人 根本
義久 菅野
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日野自動車株式会社
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Publication of WO2015173971A1 publication Critical patent/WO2015173971A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains

Definitions

  • the present invention relates to a multi-axis high load truck.
  • the shortage of trucks has become a major problem. Therefore, it has been considered to increase the transport efficiency of a single truck by increasing the total length of the truck and increasing the maximum load capacity by increasing the number of trucks.
  • an object of the present invention is to provide a multi-axis high-loading truck that can increase the loading capacity and improve the turning performance.
  • a multi-axis high-loading truck extends in the vehicle vertical direction between a front vehicle, a rear vehicle positioned on the rear side of the front vehicle in the vehicle front-rear direction, and the front vehicle and the rear vehicle.
  • a swing connecting portion that swingably connects a front vehicle and a rear vehicle with an axis as a swing center, and the front vehicle includes one or more axles positioned on the front side in the vehicle front-rear direction.
  • a front axle portion, and a rear axle portion configured by one or more axles positioned on the rear side in the vehicle front-rear direction, and the rear vehicle is configured by two axles positioned in the center in the vehicle front-rear direction. The distance from the center in the vehicle longitudinal direction of the rear axle portion to the axis and the distance from the center in the vehicle longitudinal direction of the center axle portion to the axis are substantially the same.
  • a front vehicle and a rear vehicle divided in the vehicle front-rear direction are connected so as to be swingable by a swing connecting portion. For this reason, at the time of turning, the rear vehicle swings with respect to the front vehicle with the axis as the swing center so as to follow the front vehicle, and refracts with respect to the front vehicle with the axis as the starting point.
  • the minimum turning radius of the multi-axle high load truck is reduced, and the difference between the inner wheels of the central axle portion of the rear vehicle with respect to the rear axle portion of the front vehicle is reduced.
  • the distance from the center in the vehicle longitudinal direction of the rear axle portion to the axis and the distance from the center in the vehicle longitudinal direction of the central axle portion to the axis are substantially the same. For this reason, the inner wheel difference of the central axle portion of the rear vehicle relative to the rear axle portion of the front vehicle can be made zero or close to zero. Further, since the rear vehicle is a center axle type vehicle having a central shaft portion constituted by two axles in the center in the longitudinal direction of the vehicle, when a load is loaded on the rear vehicle, a load is applied to the swing connection portion. This can be suppressed. Thereby, the durability of the swing connecting portion is improved.
  • the rear axle portion may be composed of two axles, and at least one of the two axles may be a drive axle.
  • the load capacity can be increased and the turning performance can be improved.
  • FIG. 1 It is a schematic side view of the multi-axis high load truck of an embodiment. It is a schematic plan view of the multi-axis high load truck of the embodiment. It is a schematic plan view which shows the turning attitude
  • FIG. 1 is a schematic side view of a multi-axis high load truck according to an embodiment.
  • FIG. 2 is a schematic plan view of the multi-axis high load truck according to the embodiment.
  • the multi-axis high load truck 1 of the present embodiment is a multi-axis high load truck having four or more axles. More specifically, the multi-axis high-load truck 1 includes a front vehicle 2 positioned on the front side in the vehicle front-rear direction, a rear vehicle 3 positioned on the rear side in the vehicle front-rear direction of the front vehicle 2, and the front vehicle 2. And a swing connecting portion 4 which is disposed between the rear vehicle 3 and swingably connects the front vehicle 2 and the rear vehicle 3.
  • the front vehicle 2 is a driving vehicle for the multi-axis high load truck 1.
  • the front vehicle 2 includes a body frame 21 that extends in the vehicle front-rear direction.
  • the vehicle body frame 21 is mounted with an engine (not shown) serving as a drive source, a cab 22 constituting a driver's seat, and a loading platform 23 on which loads are loaded.
  • An opening (not shown) that communicates with the outside of the loading platform 23 is formed on the rear surface of the loading platform 23 (the surface on the swing connection portion 4 side).
  • the vehicle body frame 21 includes a front axle portion 24 configured by one or more axles positioned on the front side in the vehicle longitudinal direction, and a rear axle configured by one or more axles positioned on the rear side in the vehicle longitudinal direction.
  • Part 25 is attached. That is, the front vehicle 2 has a front axle portion 24 and a rear axle portion 25.
  • the wheels connected to the front axle portion 24 at least a pair of left and right wheels are steering wheels connected to a steering mechanism.
  • At least one shaft of the rear axle portion 25 is a drive shaft connected to a propeller shaft, a differential gear, and the like.
  • the front axle portion 24 may be configured with any number of axes as long as it is configured with one or more axles. In the present embodiment, the description will be made assuming that the front axle portion 24 is composed of two axes, a first front axle 24a located on the front side in the vehicle longitudinal direction and a second front axle 24b located on the rear side in the vehicle longitudinal direction. In the present embodiment, the pair of left and right wheels connected to the first front axle 24a will be described as steering wheels.
  • the rear axle portion 25 may be composed of any number of axes as long as it is composed of one or more axles.
  • the rear axle portion 25 is composed of two axes, a first rear axle 25a located on the front side in the vehicle longitudinal direction and a second rear axle 25b located on the rear side in the vehicle longitudinal direction.
  • the description will be made assuming that the two shafts of the first rear axle 25a and the second rear axle 25b are drive shafts.
  • the rear axle portion 25 is composed of two shafts, a first rear axle 25a and a second rear axle 25b, and at least one of the first rear axle 25a and the second rear axle 25b is driven as a drive shaft.
  • the rear vehicle 3 is a driven vehicle of the multi-axis high load truck 1.
  • the rear vehicle 3 includes a vehicle body frame 31 that extends in the vehicle front-rear direction.
  • the body frame 31 is equipped with a loading platform 32 on which loads are loaded.
  • An opening (not shown) that communicates with the outside of the loading platform 32 is formed on the front surface of the loading platform 32 (the surface on the swing connection portion 4 side).
  • the vehicle body frame 31 is provided with a central axle portion 33 located at the center in the vehicle longitudinal direction. That is, the rear vehicle 3 has the central axle portion 33.
  • the central axle portion 33 is composed of two axles, a first central axle 33a located on the front side in the vehicle longitudinal direction and a second central axle 33b located on the rear side in the vehicle longitudinal direction. For this reason, the rear vehicle 3 is a center axle type vehicle that can stand on its own even when separated from the front vehicle 2.
  • the swing connection portion 4 includes a connection mechanism 41, a passage portion 42, and a bellows portion 43.
  • connection mechanism 41 connects the front vehicle 2 and the rear vehicle 3 so as to be swingable, with an axis A extending in the vehicle vertical direction between the front vehicle 2 and the rear vehicle 3 as a swing center.
  • the connection mechanism 41 does not connect the front vehicle 2 and the rear vehicle 3 so as to be easily detachable like a trailer (towing vehicle), but detachably connects the front vehicle 2 and the rear vehicle 3. is doing.
  • the front vehicle 2 and the rear vehicle 3 can be separated by removing fasteners such as bolts.
  • the structure of the connection mechanism 41 is not particularly limited. Any connection structure may be used as long as the front vehicle 2 and the rear vehicle 3 can be swingably connected with the axis A as the swing center.
  • the passage portion 42 directly or indirectly connects the floor (not shown) of the loading platform 23 of the front vehicle 2 and the floor (not shown) of the loading platform 32 of the rear vehicle 3. For this reason, it is possible to go back and forth between the loading platform 23 and the loading platform 32 through the passage portion 42.
  • the bellows portion 43 communicates the opening on the rear surface of the loading platform 23 with the opening on the front surface of the loading platform 32 and covers the connection mechanism 41 and the passage portion 42.
  • the bellows portion 43 is configured by an expandable bellows-shaped hood.
  • the distance L1 from the vehicle longitudinal direction center C1 of the rear axle portion 25 to the axis A and the distance L2 from the vehicle longitudinal direction center C2 of the central axle portion 33 to the axis A are substantially the same.
  • the position of the axis line of the axle is the vehicle longitudinal direction center C1 of the rear axle portion 25.
  • the center position in the vehicle front-rear direction of the axis of the foremost axle and the axis of the rearmost axle among the plurality of axles of the rear axle portion 25 is This is the vehicle front-rear direction center C1 of the rear axle portion 25.
  • the center in the vehicle longitudinal direction of the axis of the front axle of the rear axle 25 and the axis of the rear axle of the rear axle 25 is the center.
  • the position is the vehicle longitudinal direction center C1 of the rear axle portion 25.
  • the central axle portion 33 is composed of two axes, the central position in the vehicle front-rear direction between the axis line of the front axle of the central axle portion 33 and the axis line of the rear axle of the central axle portion 33 is the central axle portion. 33 is the vehicle longitudinal direction center C2.
  • FIG. 3 is a schematic plan view showing a turning posture of the multi-axis high load truck according to the embodiment.
  • the symbol O indicates the turning center of the multi-axis high load truck 1.
  • the connecting mechanism 41 connects the front vehicle 2 and the rear vehicle 3 so as to be swingable, as shown in FIG. Then, it swings with respect to the front vehicle 2 with the axis A as the swing center so as to follow the front vehicle 2. Thereby, the rear vehicle 3 is refracted with respect to the front vehicle 2 with the axis A as a starting point.
  • the turning radius R1 of the multi-axis high-loading truck 1 is the distance from the turning center O of the multi-axis high-loading truck 1 to the travel locus of the first front axle 24a on the outer wheel side. Since the rear vehicle 3 is refracted with respect to the front vehicle 2, the turning radius R ⁇ b> 1 of the multi-axle high-load truck 1 is smaller than that when the rear vehicle 3 is not refracted with respect to the front vehicle 2.
  • an inner ring difference corresponding to the wheel base of the front vehicle 2 occurs between the front axle portion 24 and the rear axle portion 25.
  • the rear vehicle 3 is a center accelerator type vehicle having a central axle portion 33 composed of two axles, a first central axle 33a and a second central axle 33b, at the center in the vehicle longitudinal direction. For this reason, when a load is loaded on the rear vehicle 3, it is possible to suppress a load from being applied to the swing connection portion 4. Thereby, the durability of the swing connection part 4 is improved.
  • FIG. 3 is a schematic plan view illustrating a turning posture of the multi-axis high loading truck according to the first embodiment.
  • FIG. 4 is a schematic plan view showing the turning posture of the multi-axis high loading trucks of Comparative Examples 1 and 2.
  • the present invention is not limited to the following examples.
  • Example 1 The multi-axis high load truck 1 of Example 1 is the same type as the multi-axis high load truck 1 of the above embodiment.
  • the multi-axle high load truck 1 of the first embodiment has a total vehicle length of 21.35 m, a turning radius R1 of 12 m, and a swing angle ⁇ 1 of the rear vehicle 3 around the axis A of 55.
  • the distance (L1 + L2) from the vehicle longitudinal direction center C1 of the rear axle portion 25 to the vehicle longitudinal direction center C2 of the central axle portion 33 was 9326.4 mm, 6 °.
  • L1 / L2 was changed from 0.30 to 1.30 in increments of 0.10, and the inner wheel difference of the central axle portion 33 with respect to the rear axle portion 25 was calculated.
  • the calculation results are shown in FIG. (Comparative Examples 1 and 2) As shown in FIG.
  • the multi-axle high load truck 101 of Comparative Examples 1 and 2 includes a tractor 102 having a front axle portion 124 and a rear axle portion 125 located on the front side in the vehicle longitudinal direction, And a full trailer 103 having a central axle part 133 located on the rear side in the vehicle longitudinal direction.
  • the front vehicle 2 and the rear vehicle 3 are swingably connected with an axis B extending in the vehicle vertical direction as a swing center at a position in front of the rear end of the tractor 102.
  • the front axle portion 124 of the tractor 102 is composed of two axes, a first front axle 124a located on the front side in the vehicle longitudinal direction and a second front axle 124b located on the rear side in the vehicle longitudinal direction.
  • the pair of left and right wheels connected to the first front axle 124a is a steering wheel.
  • the rear axle portion 125 of the tractor 102 includes two shafts, a first rear axle 125a located on the front side in the vehicle front-rear direction and a second rear axle 125b located on the rear side in the vehicle front-rear direction.
  • the two axes of the first rear axle 125a and the second rear axle 125b serve as drive shafts.
  • the central axle portion 133 of the full trailer 103 includes two axles, a first central axle 133a located on the front side in the vehicle longitudinal direction and a second central axle 133b located on the rear side in the vehicle longitudinal direction.
  • the total vehicle length is 18.99 m
  • the turning radius R1 is 12 m
  • the swing angle ⁇ 2 of the rear vehicle 3 around the axis B is 51.2 °
  • the axis B from the vehicle longitudinal center C1 of the rear axle 125 The distance L1 from the vehicle longitudinal direction center C2 of the central axle portion 133 to the axis B is 5460 mm
  • the distance (L1 + L2) was 7730 mm
  • L1 / L2 was 0.42.
  • the total vehicle length is 20.99 m
  • the turning radius R1 is 12 m
  • the swing angle ⁇ 2 of the rear vehicle 3 around the axis B is 51.2 °
  • the axis B from the vehicle longitudinal center C1 of the rear axle 125 The distance L1 from the vehicle longitudinal direction center C2 of the central axle portion 133 to the axis B is 6460 mm
  • the vehicle longitudinal direction center C1 of the rear axle portion 125 to the vehicle longitudinal direction center C2 of the central axle portion 133 Distance (L1 + L2) was 8730 mm
  • L1 / L2 was 0.35.
  • Example 1 As shown in FIG. 5 and Table 1, in Example 1, the inner ring difference decreases as L1 / L2 approaches 1.0. In the range of 0.7 ⁇ L1 / L2 ⁇ 1.3, the comparative example Compared with 1 and 2, the inner ring difference was significantly smaller. From this result, it can be seen that 0.8 ⁇ L1 / L2 ⁇ 1.2 is preferable, and 0.9 ⁇ L1 / L2 ⁇ 1.1 is more preferable.

Abstract

　A truck provided with a front vehicle, a rear vehicle positioned on the vehicle-longitudinal rear side of the front vehicle, and an oscillating connecting part for connecting the front vehicle and the rear vehicle so that the vehicles are free to oscillate about an oscillation center which is an axis extending in the vehicle-vertical direction between the front vehicle and the rear vehicle. The front vehicle has: a front axle part positioned on the vehicle-longitudinal front side, the front axle part being configured from one or more axles; and a rear axle part positioned on the vehicle-longitudinal rear side, the rear axle part being configured from one or more axles. The rear vehicle has a center axle part positioned in the vehicle-longitudinal center, the center axle part being configured from two axles. The distance from the vehicle-longitudinal center of the rear axle part to the axis, and the distance from the vehicle-longitudinal center of the center axle part to the axis are substantially the same.

Description

多軸高積載トラックMulti-axis high load truck
　本発明は、多軸高積載トラックに関する。 The present invention relates to a multi-axis high load truck.
　トラックは、荷物等の輸送手段として大きな役割を担っている。しかしながら、近年になってトラックを運転するドライバーの数が減ってきたことから、トラック不足が大きな問題となっている。そこで、トラックを多軸化することにより、トラックの全長を延ばして最大積載量を増やし、一台のトラックの輸送効率を高めることが考えられてきた。 Trucks play a major role as a means of transporting luggage. However, since the number of drivers driving trucks has decreased in recent years, the shortage of trucks has become a major problem. Therefore, it has been considered to increase the transport efficiency of a single truck by increasing the total length of the truck and increasing the maximum load capacity by increasing the number of trucks.
　しかしながら、トラックを多軸化してトラックの全長を延ばすと、最小旋回半径及び内輪差が大きくなるため、旋回性が低下するという問題が発生する。そこで、特許文献１及び２に記載された多軸車が考えられるようになってきた。特許文献１及び２に記載された多軸車は、各車軸に連結された車輪を各々別の方向に操舵可能とすることにより、最小旋回半径を小さくすることが可能となっている。 However, if the number of trucks is increased to increase the overall length of the truck, the minimum turning radius and the difference between the inner rings become large, which causes a problem that the turning performance deteriorates. Thus, multi-axle vehicles described in Patent Documents 1 and 2 have been considered. In the multi-axle vehicles described in Patent Documents 1 and 2, the minimum turning radius can be reduced by enabling the wheels connected to the respective axles to be steered in different directions.
特開平１１－２７８２９３号公報JP 11-278293 A 特開平０９－２２６６１９号公報JP 09-226619 A
　しかしながら、特許文献１及び２に記載された多軸車は、後軸操舵等の特殊なステアリング機構を必要とする。このため、コストが高くなるとともに、シャシ重量が増大して積載可能な積載量が減少するという問題がある。 However, the multi-axle vehicles described in Patent Documents 1 and 2 require a special steering mechanism such as rear axle steering. For this reason, there is a problem that the cost increases and the chassis weight increases and the loadable load capacity decreases.
　そこで、本発明は、積載量の増大化を可能とし、且つ、旋回性の向上を可能とする多軸高積載トラックを提供することを目的とする。 Therefore, an object of the present invention is to provide a multi-axis high-loading truck that can increase the loading capacity and improve the turning performance.
　本発明の一側面に係る多軸高積載トラックは、前部車両と、前部車両の車両前後方向後側に位置する後部車両と、前部車両と後部車両との間において車両上下方向に延びる軸線を揺動中心として前部車両と後部車両とを揺動自在に接続する揺動接続部と、を備え、前部車両は、車両前後方向前側に位置して一以上の車軸で構成される前側車軸部と、車両前後方向後側に位置して一以上の車軸で構成される後側車軸部と、を有し、後部車両は、車両前後方向中央に位置して二つ車軸で構成される中央車軸部を有し、後側車軸部の車両前後方向中央から軸線に至る距離と、中央車軸部の車両前後方向中央から軸線に至る距離とが、略同一である。 A multi-axis high-loading truck according to one aspect of the present invention extends in the vehicle vertical direction between a front vehicle, a rear vehicle positioned on the rear side of the front vehicle in the vehicle front-rear direction, and the front vehicle and the rear vehicle. A swing connecting portion that swingably connects a front vehicle and a rear vehicle with an axis as a swing center, and the front vehicle includes one or more axles positioned on the front side in the vehicle front-rear direction. A front axle portion, and a rear axle portion configured by one or more axles positioned on the rear side in the vehicle front-rear direction, and the rear vehicle is configured by two axles positioned in the center in the vehicle front-rear direction. The distance from the center in the vehicle longitudinal direction of the rear axle portion to the axis and the distance from the center in the vehicle longitudinal direction of the center axle portion to the axis are substantially the same.
　この多軸高積載トラックでは、車両前後方向に分割された前部車両と後部車両とが揺動接続部により揺動可能に接続されている。このため、旋回時は、後部車両は、前部車両に追従するように、軸線を揺動中心として前部車両に対して揺動し、軸線を起点として前部車両に対して屈折する。これにより、多軸高積載トラックの最少旋回半径が小さくなるとともに、前部車両の後側車軸部に対する後部車両の中央車軸部の内輪差が小さくなる。しかも、後側車軸部の車両前後方向中央から軸線に至る距離と、中央車軸部の車両前後方向中央から軸線に至る距離とが、略同一である。このため、前部車両の後側車軸部に対する後部車両の中央車軸部の内輪差をゼロ又はゼロに近づけることができる。更に、後部車両は、車両前後方向中央に二つ車軸で構成された中央軸部を有するセンタアクスル方式の車両であるため、後部車両に荷物が積載された際に、揺動接続部に負荷がかかるのを抑制できる。これにより、揺動接続部の耐久性が向上する。 In this multi-axis high load truck, a front vehicle and a rear vehicle divided in the vehicle front-rear direction are connected so as to be swingable by a swing connecting portion. For this reason, at the time of turning, the rear vehicle swings with respect to the front vehicle with the axis as the swing center so as to follow the front vehicle, and refracts with respect to the front vehicle with the axis as the starting point. As a result, the minimum turning radius of the multi-axle high load truck is reduced, and the difference between the inner wheels of the central axle portion of the rear vehicle with respect to the rear axle portion of the front vehicle is reduced. In addition, the distance from the center in the vehicle longitudinal direction of the rear axle portion to the axis and the distance from the center in the vehicle longitudinal direction of the central axle portion to the axis are substantially the same. For this reason, the inner wheel difference of the central axle portion of the rear vehicle relative to the rear axle portion of the front vehicle can be made zero or close to zero. Further, since the rear vehicle is a center axle type vehicle having a central shaft portion constituted by two axles in the center in the longitudinal direction of the vehicle, when a load is loaded on the rear vehicle, a load is applied to the swing connection portion. This can be suppressed. Thereby, the durability of the swing connecting portion is improved.
　一実施形態として、後側車軸部は、二つの車軸で構成されており、二つの車軸のうち少なくとも一方の車軸が駆動軸であってもよい。 As an embodiment, the rear axle portion may be composed of two axles, and at least one of the two axles may be a drive axle.
　本発明の一側面によれば、積載量の増大化が可能となり、且つ、旋回性の向上が可能となる。 According to one aspect of the present invention, the load capacity can be increased and the turning performance can be improved.
実施形態の多軸高積載トラックの概略側面図である。It is a schematic side view of the multi-axis high load truck of an embodiment. 実施形態の多軸高積載トラックの概略平面図である。It is a schematic plan view of the multi-axis high load truck of the embodiment. 実施形態及び実施例１の多軸高積載トラックの旋回姿勢を示す概略平面図である。It is a schematic plan view which shows the turning attitude | position of the multi-axis high loading truck of embodiment and Example 1. FIG. 比較例１，２の多軸高積載トラックの旋回姿勢を示す概略平面図である。It is a schematic plan view which shows the turning attitude | position of the multi-axis high loading truck of the comparative examples 1 and 2. FIG. 実施例１及び比較例１，２のシミュレーション結果を示す表である。It is a table | surface which shows the simulation result of Example 1 and Comparative Examples 1 and 2. FIG.
　以下、実施形態に係る多軸高積載トラックについて、図面を参照して詳細に説明する。なお、以下の説明において同一又は相当要素には同一符号を付し、重複する説明を省略する。また、以下の説明では、車両前後方向における前方及び後方を単に前方及び後方ともいう。 Hereinafter, the multi-axis high load truck according to the embodiment will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted. In the following description, the front and rear in the vehicle front-rear direction are also simply referred to as front and rear.
　図１は、実施形態の多軸高積載トラックの概略側面図である。図２は、実施形態の多軸高積載トラックの概略平面図である。図１及び図２に示すように、本実施形態の多軸高積載トラック１は、４以上の車軸を備える多軸高積載トラックである。具体的に説明すると、多軸高積載トラック１は、車両前後方向前側に位置する前部車両２と、前部車両２の車両前後方向後側に位置する後部車両３と、前部車両２と後部車両３との間に配置されて前部車両２と後部車両３とを揺動自在に接続する揺動接続部４と、を備える。 FIG. 1 is a schematic side view of a multi-axis high load truck according to an embodiment. FIG. 2 is a schematic plan view of the multi-axis high load truck according to the embodiment. As shown in FIGS. 1 and 2, the multi-axis high load truck 1 of the present embodiment is a multi-axis high load truck having four or more axles. More specifically, the multi-axis high-load truck 1 includes a front vehicle 2 positioned on the front side in the vehicle front-rear direction, a rear vehicle 3 positioned on the rear side in the vehicle front-rear direction of the front vehicle 2, and the front vehicle 2. And a swing connecting portion 4 which is disposed between the rear vehicle 3 and swingably connects the front vehicle 2 and the rear vehicle 3.
　前部車両２は、多軸高積載トラック１の駆動車両である。前部車両２は、車両前後方向に延びる車体フレーム２１を備えている。車体フレーム２１には、駆動源となるエンジン（不図示）と、運転席を構成するキャブ２２と、荷物が積載される荷台２３と、が搭載されている。荷台２３の後面（揺動接続部４側の面）には、荷台２３の外部と連通する開口（不図示）が形成されている。 The front vehicle 2 is a driving vehicle for the multi-axis high load truck 1. The front vehicle 2 includes a body frame 21 that extends in the vehicle front-rear direction. The vehicle body frame 21 is mounted with an engine (not shown) serving as a drive source, a cab 22 constituting a driver's seat, and a loading platform 23 on which loads are loaded. An opening (not shown) that communicates with the outside of the loading platform 23 is formed on the rear surface of the loading platform 23 (the surface on the swing connection portion 4 side).
　また、車体フレーム２１には、車両前後方向前側に位置して一以上の車軸で構成される前側車軸部２４と、車両前後方向後側に位置して一以上の車軸で構成される後側車軸部２５と、が取り付けられている。つまり、前部車両２は、前側車軸部２４及び後側車軸部２５を有している。前側車軸部２４に連結される車輪のうち、少なくとも左右一対の車輪は、操舵機構に連結された操舵輪となっている。後側車軸部２５の少なくとも一軸は、プロペラシャフト及びデファレンシャルギア等に連結された駆動軸となっている。 Further, the vehicle body frame 21 includes a front axle portion 24 configured by one or more axles positioned on the front side in the vehicle longitudinal direction, and a rear axle configured by one or more axles positioned on the rear side in the vehicle longitudinal direction. Part 25 is attached. That is, the front vehicle 2 has a front axle portion 24 and a rear axle portion 25. Of the wheels connected to the front axle portion 24, at least a pair of left and right wheels are steering wheels connected to a steering mechanism. At least one shaft of the rear axle portion 25 is a drive shaft connected to a propeller shaft, a differential gear, and the like.
　なお、前側車軸部２４は、一以上の車軸で構成されていれば何軸で構成されてもよい。本実施形態では、前側車軸部２４が、車両前後方向前側に位置する第一前側車軸２４ａと車両前後方向後側に位置する第二前側車軸２４ｂとの二軸で構成されるものとして説明する。また、本実施形態では、第一前側車軸２４ａに連結された左右一対の車輪が、操舵輪であるものとして説明する。 Note that the front axle portion 24 may be configured with any number of axes as long as it is configured with one or more axles. In the present embodiment, the description will be made assuming that the front axle portion 24 is composed of two axes, a first front axle 24a located on the front side in the vehicle longitudinal direction and a second front axle 24b located on the rear side in the vehicle longitudinal direction. In the present embodiment, the pair of left and right wheels connected to the first front axle 24a will be described as steering wheels.
　同様に、後側車軸部２５は、一以上の車軸で構成されていれば何軸で構成されてもよい。本実施形態では、後側車軸部２５が、車両前後方向前側に位置する第一後側車軸２５ａと車両前後方向後側に位置する第二後側車軸２５ｂとの二軸で構成されるものとして説明する。また、本実施形態では、第一後側車軸２５ａ及び第二後側車軸２５ｂの二軸が、駆動軸であるものとして説明する。なお、後側車軸部２５が第一後側車軸２５ａ及び第二後側車軸２５ｂの二軸で構成され、第一後側車軸２５ａ及び第二後側車軸２５ｂのうち少なくとも一方の車軸を駆動軸とすることで、前部車両２及び後部車両３に荷物を積載した際に、十分な駆動力を発揮することができる。 Similarly, the rear axle portion 25 may be composed of any number of axes as long as it is composed of one or more axles. In the present embodiment, the rear axle portion 25 is composed of two axes, a first rear axle 25a located on the front side in the vehicle longitudinal direction and a second rear axle 25b located on the rear side in the vehicle longitudinal direction. explain. In the present embodiment, the description will be made assuming that the two shafts of the first rear axle 25a and the second rear axle 25b are drive shafts. The rear axle portion 25 is composed of two shafts, a first rear axle 25a and a second rear axle 25b, and at least one of the first rear axle 25a and the second rear axle 25b is driven as a drive shaft. Thus, when a load is loaded on the front vehicle 2 and the rear vehicle 3, a sufficient driving force can be exhibited.
　後部車両３は、多軸高積載トラック１の従動車両である。後部車両３は、車両前後方向に延びる車体フレーム３１を備えている。車体フレーム３１には、荷物が積載される荷台３２が搭載されている。荷台３２の前面（揺動接続部４側の面）には、荷台３２の外部と連通する開口（不図示）が形成されている。 The rear vehicle 3 is a driven vehicle of the multi-axis high load truck 1. The rear vehicle 3 includes a vehicle body frame 31 that extends in the vehicle front-rear direction. The body frame 31 is equipped with a loading platform 32 on which loads are loaded. An opening (not shown) that communicates with the outside of the loading platform 32 is formed on the front surface of the loading platform 32 (the surface on the swing connection portion 4 side).
　また、車体フレーム３１には、車両前後方向中央に位置する中央車軸部３３が取り付けられている。つまり、後部車両３は、中央車軸部３３を有している。中央車軸部３３は、車両前後方向前側に位置する第一中央車軸３３ａと車両前後方向後側に位置する第二中央車軸３３ｂとの二つ車軸で構成されている。このため、後部車両３は、前部車両２から分離された状態でも自立可能なセンタアクスル方式の車両となっている。 The vehicle body frame 31 is provided with a central axle portion 33 located at the center in the vehicle longitudinal direction. That is, the rear vehicle 3 has the central axle portion 33. The central axle portion 33 is composed of two axles, a first central axle 33a located on the front side in the vehicle longitudinal direction and a second central axle 33b located on the rear side in the vehicle longitudinal direction. For this reason, the rear vehicle 3 is a center axle type vehicle that can stand on its own even when separated from the front vehicle 2.
　揺動接続部４は、接続機構４１と、通路部４２と、蛇腹部４３と、を備えている。 The swing connection portion 4 includes a connection mechanism 41, a passage portion 42, and a bellows portion 43.
　接続機構４１は、前部車両２と後部車両３との間において車両上下方向に延びる軸線Ａを揺動中心として、前部車両２と後部車両３とを揺動自在に接続する。なお、接続機構４１は、トレーラー（牽引車）のように前部車両２と後部車両３とを容易に着脱可能に接続するのではなく、前部車両２と後部車両３とを着脱不能に接続している。但し、メンテナンスを行う場合等の特段の事情があるときは、ボルト等の締結具を外すことにより、前部車両２と後部車両３とを分離することが可能となっている。接続機構４１の構造は、特に限定されるものではない。軸線Ａを揺動中心として前部車両２と後部車両３とを揺動自在に接続することができれば、如何なる接続構造であってもよい。 The connection mechanism 41 connects the front vehicle 2 and the rear vehicle 3 so as to be swingable, with an axis A extending in the vehicle vertical direction between the front vehicle 2 and the rear vehicle 3 as a swing center. In addition, the connection mechanism 41 does not connect the front vehicle 2 and the rear vehicle 3 so as to be easily detachable like a trailer (towing vehicle), but detachably connects the front vehicle 2 and the rear vehicle 3. is doing. However, when there are special circumstances such as when performing maintenance, the front vehicle 2 and the rear vehicle 3 can be separated by removing fasteners such as bolts. The structure of the connection mechanism 41 is not particularly limited. Any connection structure may be used as long as the front vehicle 2 and the rear vehicle 3 can be swingably connected with the axis A as the swing center.
　通路部４２は、前部車両２の荷台２３の床（不図示）と後部車両３の荷台３２の床（不図示）とを直接的又は間接的に接続する。このため、通路部４２を通って、荷台２３と荷台３２との間を行き来することが可能となっている。 The passage portion 42 directly or indirectly connects the floor (not shown) of the loading platform 23 of the front vehicle 2 and the floor (not shown) of the loading platform 32 of the rear vehicle 3. For this reason, it is possible to go back and forth between the loading platform 23 and the loading platform 32 through the passage portion 42.
　蛇腹部４３は、荷台２３の後面の開口と荷台３２の前面の開口とを連通し、接続機構４１及び通路部４２を覆う。蛇腹部４３は、伸縮可能な蛇腹状の幌で構成されている。 The bellows portion 43 communicates the opening on the rear surface of the loading platform 23 with the opening on the front surface of the loading platform 32 and covers the connection mechanism 41 and the passage portion 42. The bellows portion 43 is configured by an expandable bellows-shaped hood.
　そして、後側車軸部２５の車両前後方向中央Ｃ１から軸線Ａに至る距離Ｌ１と、中央車軸部３３の車両前後方向中央Ｃ２から軸線Ａに至る距離Ｌ２とが、略同一となっている。 The distance L1 from the vehicle longitudinal direction center C1 of the rear axle portion 25 to the axis A and the distance L2 from the vehicle longitudinal direction center C2 of the central axle portion 33 to the axis A are substantially the same.
　後側車軸部２５が一軸のみで構成される場合は、当該車軸の軸線の位置が、後側車軸部２５の車両前後方向中央Ｃ１となる。後側車軸部２５が二軸以上で構成される場合は、後側車軸部２５の複数の車軸のうち、最前方の車軸の軸線と最後方の車軸の軸線との車両前後方向における中央位置が、後側車軸部２５の車両前後方向中央Ｃ１となる。本実施形態では、後側車軸部２５が二軸で構成されるため、後側車軸部２５の前側の車軸の軸線と後側車軸部２５の後側の車軸の軸線との車両前後方向における中央位置が、後側車軸部２５の車両前後方向中央Ｃ１となる。 When the rear axle portion 25 is composed of only one axis, the position of the axis line of the axle is the vehicle longitudinal direction center C1 of the rear axle portion 25. When the rear axle portion 25 is composed of two or more axes, the center position in the vehicle front-rear direction of the axis of the foremost axle and the axis of the rearmost axle among the plurality of axles of the rear axle portion 25 is This is the vehicle front-rear direction center C1 of the rear axle portion 25. In this embodiment, since the rear axle portion 25 is composed of two axes, the center in the vehicle longitudinal direction of the axis of the front axle of the rear axle 25 and the axis of the rear axle of the rear axle 25 is the center. The position is the vehicle longitudinal direction center C1 of the rear axle portion 25.
　一方、中央車軸部３３は二軸で構成されるため、中央車軸部３３の前側の車軸の軸線と中央車軸部３３の後側の車軸の軸線との車両前後方向における中央位置が、中央車軸部３３の車両前後方向中央Ｃ２となる。 On the other hand, since the central axle portion 33 is composed of two axes, the central position in the vehicle front-rear direction between the axis line of the front axle of the central axle portion 33 and the axis line of the rear axle of the central axle portion 33 is the central axle portion. 33 is the vehicle longitudinal direction center C2.
　次に、図３を参照して、カーブを旋回する際の多軸高積載トラック１の旋回姿勢について詳しく説明する。図３は、実施形態の多軸高積載トラックの旋回姿勢を示す概略平面図である。なお、図３において、符号Ｏは、多軸高積載トラック１の旋回中心を示している。上述したように、接続機構４１が前部車両２と後部車両３とを揺動自在に接続しているため、図３に示すように、多軸高積載トラック１が旋回すると、後部車両３は、前部車両２に追従するように、軸線Ａを揺動中心として前部車両２に対して揺動する。これにより、後部車両３は、軸線Ａを起点として前部車両２に対して屈折する。 Next, with reference to FIG. 3, the turning posture of the multi-axis high load truck 1 when turning on a curve will be described in detail. FIG. 3 is a schematic plan view showing a turning posture of the multi-axis high load truck according to the embodiment. In FIG. 3, the symbol O indicates the turning center of the multi-axis high load truck 1. As described above, since the connecting mechanism 41 connects the front vehicle 2 and the rear vehicle 3 so as to be swingable, as shown in FIG. Then, it swings with respect to the front vehicle 2 with the axis A as the swing center so as to follow the front vehicle 2. Thereby, the rear vehicle 3 is refracted with respect to the front vehicle 2 with the axis A as a starting point.
　ここで、多軸高積載トラック１の旋回半径Ｒ１は、多軸高積載トラック１の旋回中心Ｏから外輪側の第一前側車軸２４ａの走行軌跡までの距離となる。そして、後部車両３が前部車両２に対して屈折するため、多軸高積載トラック１の旋回半径Ｒ１は、後部車両３が前部車両２に対して屈折しない場合に比べて小さくなる。 Here, the turning radius R1 of the multi-axis high-loading truck 1 is the distance from the turning center O of the multi-axis high-loading truck 1 to the travel locus of the first front axle 24a on the outer wheel side. Since the rear vehicle 3 is refracted with respect to the front vehicle 2, the turning radius R <b> 1 of the multi-axle high-load truck 1 is smaller than that when the rear vehicle 3 is not refracted with respect to the front vehicle 2.
　また、前側車軸部２４と後側車軸部２５との間では、前部車両２のホイールベース（前側車軸部２４から後側車軸部２５までの長さ）に応じた内輪差が発生する。 Also, between the front axle portion 24 and the rear axle portion 25, an inner ring difference corresponding to the wheel base of the front vehicle 2 (the length from the front axle portion 24 to the rear axle portion 25) occurs.
　一方、後側車軸部２５と中央車軸部３３との間では、後部車両３が前部車両２に対して屈折するため、後部車両３が前部車両２に対して屈折しない場合に比べて、内輪差が小さくなる。しかも、多軸高積載トラック１では、後側車軸部２５の車両前後方向中央Ｃ１から軸線Ａに至る距離Ｌ１と、中央車軸部３３の車両前後方向中央Ｃ２から軸線Ａに至る距離Ｌ２とが、略同一である。このため、後側車軸部２５に対する中央車軸部３３の内輪差がゼロ又はゼロに近づく。 On the other hand, since the rear vehicle 3 is refracted with respect to the front vehicle 2 between the rear axle portion 25 and the central axle portion 33, compared to the case where the rear vehicle 3 is not refracted with respect to the front vehicle 2, The inner ring difference is reduced. Moreover, in the multi-axle high load truck 1, a distance L1 from the center C1 of the rear axle 25 to the axis A and a distance L2 from the center C2 of the center axle 33 to the axis A are L2, It is almost the same. For this reason, the inner ring difference of the central axle portion 33 with respect to the rear axle portion 25 is zero or close to zero.
　更に、後部車両３は、車両前後方向中央に第一中央車軸３３ａ及び第二中央車軸３３ｂの二つ車軸で構成された中央車軸部３３を有するセンタアクセル方式の車両である。このため、後部車両３に荷物が積載された際に、揺動接続部４に負荷がかかるのを抑制できる。これにより、揺動接続部４の耐久性が向上する。 Further, the rear vehicle 3 is a center accelerator type vehicle having a central axle portion 33 composed of two axles, a first central axle 33a and a second central axle 33b, at the center in the vehicle longitudinal direction. For this reason, when a load is loaded on the rear vehicle 3, it is possible to suppress a load from being applied to the swing connection portion 4. Thereby, the durability of the swing connection part 4 is improved.
　次に、図３及び図４を参照して、実施例及び比較例の内輪差について説明する。図３は、実施例１の多軸高積載トラックの旋回姿勢を示す概略平面図である。図４は、比較例１，２の多軸高積載トラックの旋回姿勢を示す概略平面図である。なお、本発明は、以下の実施例に限定されるものではない。 Next, with reference to FIG. 3 and FIG. 4, the inner ring difference of the example and the comparative example will be described. FIG. 3 is a schematic plan view illustrating a turning posture of the multi-axis high loading truck according to the first embodiment. FIG. 4 is a schematic plan view showing the turning posture of the multi-axis high loading trucks of Comparative Examples 1 and 2. The present invention is not limited to the following examples.
（実施例１）
　実施例１の多軸高積載トラック１は、上記の実施形態の多軸高積載トラック１と同型となっている。 Example 1
The multi-axis high load truck 1 of Example 1 is the same type as the multi-axis high load truck 1 of the above embodiment.
　図３及び表１に示すように、実施例１の多軸高積載トラック１は、車両全長を２１．３５ｍ、旋回半径Ｒ１を１２ｍ、軸線Ａ周りにおける後部車両３の揺動角度θ１を５５．６°、後側車軸部２５の車両前後方向中央Ｃ１から中央車軸部３３の車両前後方向中央Ｃ２までの距離（Ｌ１＋Ｌ２）を９３２６．４ｍｍとした。そして、実施例１では、Ｌ１／Ｌ２を０．３０から１．３０まで０．１０刻みで変化させて、後側車軸部２５に対する中央車軸部３３の内輪差を計算した。計算結果を図５及び表１に示す。
Figure JPOXMLDOC01-appb-T000001
 （比較例１，２）
　図４及び表１に示すように、比較例１，２の多軸高積載トラック１０１は、車両前後方向前側に位置して前側車軸部１２４及び後側車軸部１２５を有するトラクター１０２と、トラクター１０２の車両前後方向後側に位置して中央車軸部１３３を有するフルトレーラー１０３と、を備える。フルトレーラー１０３は、トラクター１０２の後端よりも前側の位置において、車両上下方向に延びる軸線Ｂを揺動中心として、前部車両２と後部車両３とが揺動自在に連結されている。 As shown in FIG. 3 and Table 1, the multi-axle high load truck 1 of the first embodiment has a total vehicle length of 21.35 m, a turning radius R1 of 12 m, and a swing angle θ1 of the rear vehicle 3 around the axis A of 55. The distance (L1 + L2) from the vehicle longitudinal direction center C1 of the rear axle portion 25 to the vehicle longitudinal direction center C2 of the central axle portion 33 was 9326.4 mm, 6 °. In Example 1, L1 / L2 was changed from 0.30 to 1.30 in increments of 0.10, and the inner wheel difference of the central axle portion 33 with respect to the rear axle portion 25 was calculated. The calculation results are shown in FIG.
Figure JPOXMLDOC01-appb-T000001
 (Comparative Examples 1 and 2)
As shown in FIG. 4 and Table 1, the multi-axle high load truck 101 of Comparative Examples 1 and 2 includes a tractor 102 having a front axle portion 124 and a rear axle portion 125 located on the front side in the vehicle longitudinal direction, And a full trailer 103 having a central axle part 133 located on the rear side in the vehicle longitudinal direction. In the full trailer 103, the front vehicle 2 and the rear vehicle 3 are swingably connected with an axis B extending in the vehicle vertical direction as a swing center at a position in front of the rear end of the tractor 102.
　トラクター１０２の前側車軸部１２４は、車両前後方向前側に位置する第一前側車軸１２４ａと車両前後方向後側に位置する第二前側車軸１２４ｂとの二軸で構成されている。そして、第一前側車軸１２４ａに連結された左右一対の車輪が、操舵輪となっている。 The front axle portion 124 of the tractor 102 is composed of two axes, a first front axle 124a located on the front side in the vehicle longitudinal direction and a second front axle 124b located on the rear side in the vehicle longitudinal direction. The pair of left and right wheels connected to the first front axle 124a is a steering wheel.
　トラクター１０２の後側車軸部１２５は、車両前後方向前側に位置する第一後側車軸１２５ａと車両前後方向後側に位置する第二後側車軸１２５ｂとの二軸で構成されている。そして、第一後側車軸１２５ａ及び第二後側車軸１２５ｂの二軸が、駆動軸となっている。 The rear axle portion 125 of the tractor 102 includes two shafts, a first rear axle 125a located on the front side in the vehicle front-rear direction and a second rear axle 125b located on the rear side in the vehicle front-rear direction. The two axes of the first rear axle 125a and the second rear axle 125b serve as drive shafts.
　フルトレーラー１０３の中央車軸部１３３は、車両前後方向前側に位置する第一中央車軸１３３ａと車両前後方向後側に位置する第二中央車軸１３３ｂとの二つ車軸で構成されている。 The central axle portion 133 of the full trailer 103 includes two axles, a first central axle 133a located on the front side in the vehicle longitudinal direction and a second central axle 133b located on the rear side in the vehicle longitudinal direction.
　比較例１では、車両全長を１８．９９ｍ、旋回半径Ｒ１を１２ｍ、軸線Ｂ周りにおける後部車両３の揺動角度θ２を５１．２°、後側車軸部１２５の車両前後方向中央Ｃ１から軸線Ｂに至る距離Ｌ１を２２７０ｍｍ、中央車軸部１３３の車両前後方向中央Ｃ２から軸線Ｂに至る距離Ｌ２を５４６０ｍｍ、後側車軸部１２５の車両前後方向中央Ｃ１から中央車軸部１３３の車両前後方向中央Ｃ２までの距離（Ｌ１＋Ｌ２）を７７３０ｍｍ、Ｌ１／Ｌ２を０．４２とした。 In Comparative Example 1, the total vehicle length is 18.99 m, the turning radius R1 is 12 m, the swing angle θ2 of the rear vehicle 3 around the axis B is 51.2 °, and the axis B from the vehicle longitudinal center C1 of the rear axle 125 The distance L1 from the vehicle longitudinal direction center C2 of the central axle portion 133 to the axis B is 5460 mm, the vehicle longitudinal direction center C1 of the rear axle portion 125 to the vehicle longitudinal direction center C2 of the central axle portion 133 The distance (L1 + L2) was 7730 mm, and L1 / L2 was 0.42.
　比較例２では、車両全長を２０．９９ｍ、旋回半径Ｒ１を１２ｍ、軸線Ｂ周りにおける後部車両３の揺動角度θ２を５１．２°、後側車軸部１２５の車両前後方向中央Ｃ１から軸線Ｂに至る距離Ｌ１を２２７０ｍｍ、中央車軸部１３３の車両前後方向中央Ｃ２から軸線Ｂに至る距離Ｌ２を６４６０ｍｍ、後側車軸部１２５の車両前後方向中央Ｃ１から中央車軸部１３３の車両前後方向中央Ｃ２までの距離（Ｌ１＋Ｌ２）を８７３０ｍｍ、Ｌ１／Ｌ２を０．３５とした。 In Comparative Example 2, the total vehicle length is 20.99 m, the turning radius R1 is 12 m, the swing angle θ2 of the rear vehicle 3 around the axis B is 51.2 °, and the axis B from the vehicle longitudinal center C1 of the rear axle 125 The distance L1 from the vehicle longitudinal direction center C2 of the central axle portion 133 to the axis B is 6460 mm, the vehicle longitudinal direction center C1 of the rear axle portion 125 to the vehicle longitudinal direction center C2 of the central axle portion 133 Distance (L1 + L2) was 8730 mm, and L1 / L2 was 0.35.
　そして、比較例１，２の後側車軸部１２５に対する中央車軸部１３３の内輪差を計算した。計算結果を図５及び表１に示す。 Then, the inner wheel difference of the central axle portion 133 relative to the rear axle portion 125 of Comparative Examples 1 and 2 was calculated. The calculation results are shown in FIG.
（評価）
　図５及び表１に示すように、実施例１は、Ｌ１／Ｌ２が１．０に近づくほど内輪差が小さくなっていき、０．７≦Ｌ１／Ｌ２≦１．３の範囲では、比較例１，２に比べて内輪差が大幅に小さくなっていた。この結果から、０．８≦Ｌ１／Ｌ２≦１．２とすることが好ましく、０．９≦Ｌ１／Ｌ２≦１．１とすることが更に好ましいことが分かる。 (Evaluation)
As shown in FIG. 5 and Table 1, in Example 1, the inner ring difference decreases as L1 / L2 approaches 1.0. In the range of 0.7 ≦ L1 / L2 ≦ 1.3, the comparative example Compared with 1 and 2, the inner ring difference was significantly smaller. From this result, it can be seen that 0.8 ≦ L1 / L2 ≦ 1.2 is preferable, and 0.9 ≦ L1 / L2 ≦ 1.1 is more preferable.
　１…多軸高積載トラック、２…前部車両、３…後部車両、４…揺動接続部、２１…車体フレーム、２２…キャブ、２３…荷台、２４…前側車軸部、２４ａ…第一前側車軸、２４ｂ…第二前側車軸、２５…後側車軸部、２５ａ…第一後側車軸、２５ｂ…第二後側車軸、３１…車体フレーム、３２…荷台、３３…中央車軸部、３３ａ…第一中央車軸、３３ｂ…第二中央車軸、４１…接続機構、４２…通路部、４３…蛇腹部、１０１…多軸高積載トラック、１０２…トラクター、１０３…フルトレーラー、１２４…前側車軸部、１２４ａ…第一前側車軸、１２４ｂ…第二前側車軸、１２５…後側車軸部、１２５ａ…第一後側車軸、１２５ｂ…第二後側車軸、１３３…中央車軸部、１３３ａ…第一中央車軸、１３３ｂ…第二中央車軸、Ａ…軸線、Ｂ…軸線、Ｃ１…車両前後方向中央、Ｃ２…車両前後方向中央、Ｌ１…距離、Ｌ２…距離、Ｏ…旋回中心、Ｒ１…旋回半径、θ１…揺動角度、θ２…揺動角度。 DESCRIPTION OF SYMBOLS 1 ... Multi-axle high load truck, 2 ... Front vehicle, 3 ... Rear vehicle, 4 ... Swing connection part, 21 ... Body frame, 22 ... Cab, 23 ... Loading platform, 24 ... Front axle part, 24a ... First front side Axle, 24b ... second front axle, 25 ... rear axle, 25a ... first rear axle, 25b ... second rear axle, 31 ... body frame, 32 ... loading platform, 33 ... central axle, 33a ... first One central axle, 33b ... second central axle, 41 ... connecting mechanism, 42 ... passage, 43 ... bellows, 101 ... multi-axle high load truck, 102 ... tractor, 103 ... full trailer, 124 ... front axle, 124a ... first front axle, 124b ... second front axle, 125 ... rear axle, 125a ... first rear axle, 125b ... second rear axle, 133 ... central axle, 133a ... first central axle, 133b ... second central axle, A ... axis, B Axis, C1 ... vehicle longitudinal direction center, C2 ... vehicle longitudinal direction center, L1 ... distance, L2 ... distance, O ... center of turning, R1 ... turning radius, .theta.1 ... swing angle, .theta.2 ... swing angle.

Claims (2)

  1. 　前部車両と、
    　前記前部車両の車両前後方向後側に位置する後部車両と、
    　前記前部車両と前記後部車両との間において車両上下方向に延びる軸線を揺動中心として前記前部車両と前記後部車両とを揺動自在に接続する揺動接続部と、を備え、
    　前記前部車両は、車両前後方向前側に位置して一以上の車軸で構成される前側車軸部と、車両前後方向後側に位置して一以上の車軸で構成される後側車軸部と、を有し、
    　前記後部車両は、車両前後方向中央に位置して二つの車軸で構成される中央車軸部を有し、
    　前記後側車軸部の車両前後方向中央から前記軸線に至る距離と、前記中央車軸部の車両前後方向中央から前記軸線に至る距離とが、略同一である、
    多軸高積載トラック。     A front vehicle,
    A rear vehicle located on the rear side of the front vehicle in the vehicle longitudinal direction;
    A swing connecting portion that swingably connects the front vehicle and the rear vehicle with an axis extending in a vehicle vertical direction between the front vehicle and the rear vehicle as a swing center;
    The front vehicle is located on the front side of the vehicle front-rear direction and is configured with one or more axles; the rear side axle unit is positioned on the rear side of the vehicle front-rear direction and is configured with one or more axles; Have
    The rear vehicle has a central axle portion that is composed of two axles located in the vehicle longitudinal direction center,
    The distance from the center in the vehicle longitudinal direction of the rear axle portion to the axis is substantially the same as the distance from the center in the vehicle longitudinal direction of the central axle portion to the axis.
    Multi-axis high load truck.
  2. 　前記後側車軸部は、二つの車軸で構成されており、前記二つの車軸のうち少なくとも一方の車軸が駆動軸である、
    請求項１に記載の多軸高積載トラック。     The rear axle portion is composed of two axles, and at least one of the two axles is a drive shaft.
    The multi-axis high load truck according to claim 1.
PCT/JP2014/065734 2014-05-15 2014-06-13 Multi-axle high-loading truck WO2015173971A1 (en)

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60143186A (en) * 1983-12-30 1985-07-29 Hino Motors Ltd Combination vehicle
JPS60146764A (en) * 1983-12-30 1985-08-02 Hino Motors Ltd Connected car
JPS60150110U (en) * 1984-03-16 1985-10-05 富士重工業株式会社 Articulated floor structure in articulated buses
JPS6441482A (en) * 1987-05-06 1989-02-13 Lohr Ind Universal shortening coupler for trailer
JPH0419206A (en) * 1990-05-15 1992-01-23 Takakita Co Ltd Working vehicle towing device in tractor
JP2008168696A (en) * 2007-01-10 2008-07-24 Japan Vehicle:Kk Vehicular coupler

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60143186A (en) * 1983-12-30 1985-07-29 Hino Motors Ltd Combination vehicle
JPS60146764A (en) * 1983-12-30 1985-08-02 Hino Motors Ltd Connected car
JPS60150110U (en) * 1984-03-16 1985-10-05 富士重工業株式会社 Articulated floor structure in articulated buses
JPS6441482A (en) * 1987-05-06 1989-02-13 Lohr Ind Universal shortening coupler for trailer
JPH0419206A (en) * 1990-05-15 1992-01-23 Takakita Co Ltd Working vehicle towing device in tractor
JP2008168696A (en) * 2007-01-10 2008-07-24 Japan Vehicle:Kk Vehicular coupler

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