Vehicle suspension system

Abstract

To provide a vehicle suspension system that can transport a vehicle while adapting to changes in its width. [Solution] The vehicle suspension system is a vehicle suspension system that suspends a vehicle by holding each of the vehicle's tires with corresponding tire support parts, and the tire support part comprises a first plate and a second plate stacked on the first plate in the stacking direction and in contact with the tire, and includes a moving mechanism for freely moving the second plate on the first plate in the vehicle width direction, and an insertion mechanism for inserting the tire support part from the vehicle width direction.

Description

Technical Field

[0001] The present invention relates to a vehicle suspension device for suspending and transporting a vehicle.

Background Art

[0002] There is a transport device for transporting a vehicle on a vehicle production line.

[0003] Patent Document 1 discloses an overhead conveyor constituting a suspension transport line, which includes a pair of left and right openable and closable hanger arms that are suspended, and the hanger can automatically stop at the work position for transferring the object to be transported by the hanger driving means. Patent Document 2 also discloses an overhead conveyor having a pair of support portions that support the underbody of a vehicle on both sides in the width direction thereof, and having a centering portion that can center a vehicle before completion at a predetermined width direction position.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, in Patent Document 1 and Patent Document 2 above, the alignment of the vehicle in the vehicle width direction is not considered. When loading a vehicle onto an overhead conveyor, due to the weight of the vehicle, the wheels rotate around the mounting portion of the suspension shaft according to the mounting angle of the suspension of the wheels to the vehicle body, and as a result, the position of the vehicle changes in the width direction (left and right direction). Due to this change, it has been pointed out that problems such as the tires coming off from the tire receiving portion during the transportation of the vehicle in the overhead conveyor occur.

[0006] Therefore, the present invention has been made in view of the above problems, and aims to provide a vehicle suspension system that allows for position adjustment in the vehicle width direction (left-right direction). [Means for solving the problem]

[0007] A vehicle suspension device according to one aspect of the present invention is a vehicle suspension device that suspends a vehicle by holding each of the vehicle's tires with corresponding tire support portions, and the tire support portion comprises a first plate and a second plate stacked on the first plate in the stacking direction and in contact with the tire, the tire support portion comprises a moving mechanism for freely moving the second plate on the first plate in the vehicle width direction, and an insertion mechanism for inserting the tire support portion from the vehicle width direction.

[0008] Furthermore, in the above-described vehicle suspension system, the tire support portion may be provided with an alignment portion that positions the second plate near the center of the tire support portion in the vehicle width direction.

[0009] Furthermore, in the above-mentioned vehicle suspension system, the alignment portion may include an elastic member having one end connected to the first plate and the other end connected to the second plate.

[0010] Furthermore, in the above-described vehicle suspension system, the tire support portion may be provided with a first fixing mechanism that restricts the movement of the second plate on the first plate.

[0011] Furthermore, in the above-described vehicle suspension system, the moving mechanism may include a linear guide provided on the first plate and holding the second plate.

[0012] Furthermore, in the above-mentioned vehicle suspension system, the insertion mechanism may be configured such that one end is rotatably connected to the vehicle suspension system by an axis in the longitudinal direction of the vehicle on the upper side of the vehicle, and the other end has an arm to which a tire receiving portion is fixed, and when one end rotates on the axis, the other end pivots and is inserted into the lower part of the tire from the vehicle width direction.

[0013] Further, in the vehicle suspension device, a second fixing mechanism for restricting the rotation of the arm portion may be provided.

Advantages of the Invention

[0014] Since the second plate that contacts the tire can move freely in the vehicle width direction (left - right direction) of the vehicle with respect to the first plate, the vehicle can be transported in response to the change in the width direction of the vehicle position caused by the influence of the vehicle weight, such as suspension, when the vehicle is loaded on the tire receiving portion.

Brief Description of the Drawings

[0015] [Figure 1] It is a perspective view of the vehicle suspension device. [Figure 2] It is a left side view of the vehicle suspension device. [Figure 3] It is a rear view of the vehicle suspension device. [Figure 4] It is a view showing the state of inserting the tire receiving portion into the tire of the vehicle. [Figure 5] (a) It is a plan view of the tire receiving portion. (b) It is a side view of the tire receiving portion. [Figure 6] (a) It is a first rear view of the tire receiving portion. (b) It is a second rear view of the tire receiving portion. [Figure 7] It is a plan view of the tire receiving portion for the rear wheel. [Figure 8] (a) It is a view showing the state before fixing. (b) It is a view showing the state after fixing. [Figure 9] It is a block diagram showing a configuration example of the control device of the vehicle suspension device. [Figure 10] It is a flowchart showing an operation example of the vehicle suspension device, and is a flowchart showing the process until the vehicle is loaded on the suspension device and transported. [Figure 11] It is a flowchart showing an operation example of the vehicle suspension device, and is a flowchart showing the process of unloading the vehicle from the device. [Figure 12] It is a rear view showing another configuration example of the vehicle suspension device. [Figure 13]A flowchart showing an operation example of a vehicle suspension device, which is a second flowchart showing the process until the vehicle is loaded on the suspension device and transported. [Figure 14] A flowchart showing an operation example of a vehicle suspension device, which is a second flowchart showing the process of unloading the vehicle from the device.

Embodiments for Carrying Out the Invention

[0016] Hereinafter, a vehicle suspension device according to an embodiment of the present invention will be described in detail with reference to the drawings.

[0017] <Embodiment>[ <Configuration>[ FIG. 1 is a perspective view showing an example of a vehicle suspension device 1, which is a perspective view when viewed from the upper right rear of the vehicle when the vehicle is mounted on the vehicle suspension device 1. Further, FIG. 2 is a schematic left side view of the vehicle suspension device 1 shown in FIG. 1, and FIG. 3 is a rear view showing a state in which the vehicle 10 is loaded on the vehicle suspension device 1. In addition, FIG. 3 also shows a fixing device 50 for fixing the arm portion 20 (20RR) of the vehicle suspension device 1.

[0018] The vehicle suspension device 1 includes an upper housing 15, a shaft 30 (30R, 30L) pivotally supported by the upper housing 15, an arm portion 20 (20FR, 20FL, 20RR, 2RL) attached to the shaft 30 and rotating about the shaft 30 as the shaft 30 rotates, and a tire receiving portion 100 (100FR, 100FL, 100RR, 100RL) provided on each of the arm portions 20. In this specification, the symbols FR, FL, RR, and RL are attached when it is necessary to show each member separately from other identical members, and may be described by deleting them when collectively referring to them.

[0019] The vehicle suspension system 1 is a device for transporting vehicles by loading each of the vehicle's tires onto each of the tire receiving sections 100. The vehicle suspension system 1 has an upper housing 15 that is suspended from rails 41 (or belt conveyor, etc.) laid out in a factory or the like via a rail passing section 40, and moves by sliding along the rails 41 to transport vehicles.

[0020] When a vehicle is loaded onto the vehicle suspension system 1, the tire support section 100FR supports the right front wheel of the vehicle, the tire support section 100FL supports the left front wheel of the vehicle, the tire support section 100RR supports the right rear wheel of the vehicle, and the tire support section 100RL supports the left rear wheel of the vehicle.

[0021] As described above, a tire support portion 100 is attached to one end of the arm portion 20 of the vehicle suspension device 1, while the other end is attached to a shaft 30 that is rotatably mounted to the upper housing. That is, as shown in Figure 4, the arm portion 20 rotates (rotates, moves axially) around the shaft 30 as the shaft 30 rotates. Therefore, when the arm portion 20 is moved in the direction of arrow 43 in Figure 4, the arm portion 20 of the vehicle suspension device 1 approaches the vehicle 10 from the side of the vehicle, the tire support portion 100 is inserted under the tire 11 of the vehicle 10, and the vehicle can be loaded as shown in Figure 3. On the other hand, when the arm portion 20 is moved in the direction of arrow 42 in Figure 4, the arm portion 20 of the vehicle suspension device moves away from the side of the vehicle 10, the tire support portion 100 is no longer under the tire 11, and in this case the vehicle 10 can be lowered from the vehicle suspension device 1. In order to insert the tire support portion 100 under the tire 11 of the vehicle 10, the vehicle 10 needs to be lifted to a certain extent. Therefore, the vehicle suspension system 1 needs to be suspended from rails or the like that have a certain height. This height must be at least sufficient to allow the tire support portion 100 to be inserted under the tire 11 without coming into contact with the ground or the like.

[0022] In this specification, rotating the arm portion 20 of the vehicle suspension device 1 around the axis 30 so that the tire support portion 100 is positioned below the tire 11 of the vehicle 10 (moving the arm portion 20 in the direction of arrow 43) is described as closing the vehicle suspension device 1. Conversely, the opposite (moving the arm portion 20 in the direction of arrow 42) is described as opening the vehicle suspension device 1.

[0023] As shown in Figure 1, the arms on the same side of the vehicle are connected to each other by connecting columns 25. Specifically, arms 20FR and 20RR are connected by connecting column 25R, and arms 20FL and RL are connected by connecting column 25L. This improves the rigidity of the vehicle suspension system 1 and increases the stability when supporting the vehicle 10.

[0024] Next, the tire support section 100 will be described. Figures 5 and 6 show the details of the tire support section 100. Figures 5 and 6 show the configuration of the tire support section 100FL. The tire support section 100FR is just symmetrical to the configuration shown in Figures 5 and 6 (symmetrical on both sides of the center in the vehicle width direction of the vehicle suspension system 1). The tire support sections 100RR and 100RL have almost the same configuration, but differ in that they are equipped with a second fixing section 140.

[0025] Figure 5(a) is a schematic plan view of the tire support section 100. Figure 5(b) is a schematic right side view of the tire support section 100. Figure 6(a) is a schematic rear view of the tire support section 100, illustrating the structure of the moving mechanism. Figure 6(b) is a schematic rear view of the tire support section 100, illustrating the structure of the elastic member. The structure of the tire support section 100 will be explained using these drawings. Note that Figure 5(a) shows the view through the tire support roller 111 and the second plate 110. Also, Figure 5(b) shows the view through the side wall 103.

[0026] As shown in Figures 5(a), 5(b), 6(a), and 6(b), the tire support section 100 comprises a side wall 101, a side wall 102, a side wall 103, a side wall 104, a moving mechanism 105, a wall 106, a first plate 107, an elastic member 108, a second plate 110, a tire support roller 111, an L-shaped member 113, a shaft 114, and a fixing member 121.

[0027] As shown in Figure 5(b), in the tire support section 100, a moving mechanism 105 is provided on the first plate 107, and a second plate 110 is provided on the moving mechanism 105. As shown in Figure 5(a), side walls 101, 102, 103, and 104 are provided so as to surround the second plate 110, and side wall 103 is connected to the arm section 20. One end of side wall 102 and side wall 104 is connected to side wall 103, and the other ends of side wall 102 and side wall 104 are connected to side wall 101.

[0028] The moving mechanism 105 is, for example, a linear guide, and as shown in Figures 5(b) and 6(a), consists of a rail 105a provided on the first plate 107 and a sliding part 105b that slides freely on the rail 105a. The sliding part 105b is connected to the second plate 110. As the sliding part 105b slides on the rail 105a, the second plate 110 also moves in the vehicle width direction (the vertical direction on the plane of the paper in Figure 5(a), and the left-right direction of the loaded vehicle (perpendicular to the longitudinal direction of the vehicle)). In practice, the second plate 110 slides under the influence of the weight of the tires 11 of the vehicle 10 mounted on the second plate 110. That is, the second plate 110 can absorb swaying and movement in the vehicle width direction when the vehicle 10 is loaded on the vehicle suspension system 1 and transported, and can suppress problems such as the vehicle 10 coming off the vehicle suspension system 1 during transport.

[0029] The elastic member 108 is a so-called spring. The elastic member 108 functions as an alignment part that aligns the second plate 110, which is moved by the moving mechanism 105, so that it is located in the center of the tire support part 100 in the vehicle width direction. As shown in Figure 5(a), one end of the elastic member 108 is connected to the side wall 103. The other end of the elastic member 108 is connected to the wall 106 provided at the bottom of the second plate 110. Therefore, the elastic member 108 can prevent the second plate 110 from moving too far by the moving mechanism 105 through its expansion and contraction. In addition, on the opposite side from where the elastic member 108 is connected to the side wall 103, the L-shaped member 113 is connected to the side wall 101 and the wall 106. This uniquely determines and stabilizes the expansion and contraction direction of the elastic member 108. The L-shaped member 113 is not fixed to the side wall 101, but is configured to slide within the range of arrow 115 via the shaft 114, and is configured not to hinder the expansion and contraction of the elastic member 108. Due to the presence of the elastic member 108, when a force is applied from the tire 11 of the vehicle 10 downwards in Figure 5(a), the second plate 110 also moves downwards in the plane of the paper. In this case, the elastic member 108 contracts, but once it has contracted to a certain extent, its reaction force generates a reaction force that pushes the second plate 110 upwards in Figure 5(a). Conversely, when a force is applied from the tire 11 upwards in Figure 5(a), the elastic member 108 stretches up to a certain point, but beyond that point it tries to contract, generating a force that pushes the second plate 110 downwards in Figure 5(a). Therefore, the elastic member 108 can position the second plate 110 closer to the center of the tire support portion 100 in the vehicle width direction (left-right direction) in response to the force received from the tire 11 of the vehicle 10. Thus, the possibility of the tire 11 of the vehicle 10 coming off the tire support portion 100 in the vehicle width direction (left-right direction) of the tire support portion 100 can be reduced.

[0030] As shown in Figures 5(a) and 5(b), tire support rollers 111 are provided at the front-rear (vehicle travel direction) ends of the tire support section 100. As shown in Figures 6(a) and 6(b), one end of the tire support roller 111 is connected to the side wall 101 and the other end is connected to the side wall 103. The tire support roller 111 may be rotatably mounted to the side walls 101 and 103. Together with the second plate 110, the tire support roller 111 supports the tire 11 of the vehicle 10. The tire support roller 111 can suppress the possibility of the tire 11 of the vehicle 10 coming off the tire support section 100 in the front-rear (vehicle travel direction).

[0031] The first fixing part 120 is slidably mounted to the side wall 103 in the vehicle width direction (left-right direction). The first fixing part 120 is mounted at the lower part of the second plate 110 so as to be able to contact the fixing member 121.

[0032] The fixing member 121 is connected to the lower part of the second plate 110, and the first fixing part 120 comes into contact with the fixing member 121, thereby fixing (suppressing) the movement of the second plate 110 by the moving mechanism 105.

[0033] Figure 7 is a schematic diagram of the plan view of the tire support section 100RL. Comparing Figure 7 with Figure 5(a), the tire support section 100RL, which loads the rear wheels of the vehicle 10, is longer in the vehicle length direction than the tire support section 100FL, which loads the front wheels. This is to allow different types of vehicles to be loaded and transported. In other words, it is a structure that allows vehicles of different lengths to be loaded. Also, as shown in Figure 7, the tire support section 100RL is provided with a second fixing section 140. The second fixing section 140 has a structure in which a through hole is provided in a plate attached to the tire support section 100RL. The protrusion 53 of the fixing device 50 shown in Figure 3 passes through this through hole, which prevents the arm section 20 from opening. The structure of the other parts of the tire support section 100RL is the same as that of the tire support section 100FL, so the explanation is omitted.

[0034] Figure 8 is a schematic diagram showing an example of fixing the first fixing part 120 and the second fixing part 140 by the fixing device 50, where Figure 8(a) shows the state without fixing and Figure 8(b) shows the state with fixing.

[0035] Now, with reference to Figure 3, the fixing device 50 will be described. The fixing device 50 is a device for fixing the first fixing part 120 and the second fixing part 140 of the vehicle suspension system 1. The fixing device 50 fixes the first fixing part 120 and the second fixing part 140 when loading a vehicle 10 onto the vehicle suspension system 1 or when unloading the vehicle 10. The fixing device 50 is fixed to the ground or the like at the location where the vehicle suspension system 1 is to be fixed so that it does not move.

[0036] As shown in Figure 3, the fixing device 50 comprises a rail 51, a sliding part 52, a protrusion 53, a rail 55, a sliding part 56, and a pressing part 57.

[0037] The sliding part 52 is configured to slide on the rail 51 in the direction indicated by the arrow 54 and to be fixed at any position. One end of the sliding part 52 is slidably mounted on the rail 51, and a protrusion 53 is provided at the other end. The protrusion 53 moves in the direction indicated by the arrow 54 as the sliding part 52 slides. The protrusion 53 is used to fix the second fixing part 140. Specifically, the protrusion 53 is inserted into the through hole of the second fixing part 140 to fix the second fixing part 140.

[0038] The sliding part 56 is configured to slide on the rail 55 in the direction indicated by the arrow 58 and to be fixed at any position. The sliding part 56 is mounted so as to be slidable on the rail 55. The pressing part 57 is attached to the sliding part 56, and the pressing part 57 moves in the direction indicated by the arrow 58 as the sliding part 56 slides. The pressing part 57 is used to fix the first fixing part 120. Specifically, the pressing part 57 presses the first fixing part 120 to fix (suppress) the movement of the second plate 110 of the tire support part 100.

[0039] Although not shown in the illustration, the fixing device 50 may be equipped with wheels or the like to allow it to be moved to any desired location.

[0040] To fix the first fixing part 120, the sliding part 56 of the fixing device 50 is slid to bring the pressing part 57 into contact with one end of the first fixing part 120 and push it into the tire receiving part 100. As a result, the other end of the first fixing part 120 comes into contact with the fixing member 121 of the tire receiving part 100, fixing (suppressing) the movement of the second plate 110 by the moving mechanism 105.

[0041] To fix the second fixing part 140, the sliding part 52 of the fixing device 50 is slid to move the protrusion 53 upward and insert it into the through hole of the second fixing part 140. This fixes the second fixing part 140 and prevents the arm part 20 from opening.

[0042] In other words, the second fixing part 140, in conjunction with the fixing device 50, can suppress the movement of the arm 20 in the directions of arrows 42 and 43 shown in Figure 4. Furthermore, when the second fixing part 140 is fixed, the arm 20 is connected to the corresponding other arm 20 by the connecting column 25, so the rotation of the other arm 20 on the same side of the vehicle being loaded is also suppressed. That is, when the second fixing part 140RR is fixed, the rotation of the arm 20FR on the same side as the arm 20RR to which the second fixing part 140RR is connected is also suppressed because it is connected to the connecting column 25R.

[0043] Furthermore, the first fixing part 120 can also be linked with the fixing device 50 to suppress the movement of the second plate 110.

[0044] The first fixing part 120 is not limited to the illustrated structure, as long as it is structured to prevent the second plate 110 from sliding due to the movement mechanism 105. Similarly, the second fixing part 140 is not limited to the illustrated structure, as long as it is structured to hold down the arm 20 so that the vehicle suspension device 1 does not open. For example, the second fixing part 140 may be implemented by a structure in which the arm 20 is held down from the outside by a robot arm or the like to prevent the vehicle suspension device 1 from opening. That is, for example, in Figure 3, the arm 20RR may be pressed by a robot arm from the right side of the page to the left side. Furthermore, regarding the fixing by the first fixing part 120 and the second fixing part 140, fixing may be performed by multiple types of fixing methods as long as these fixings can be achieved.

[0045] <Example of the configuration of the control device for the vehicle suspension system 1> Figure 9 is a block diagram showing an example configuration of a control device 90 that controls the entire transport system for transporting a vehicle including the vehicle suspension system 1. The control device may be a computer system for controlling the entire transport system for transporting a vehicle including the vehicle suspension system 1.

[0046] As shown in Figure 9, the control device of the vehicle suspension system 1 according to this embodiment includes a communication unit 91, a storage unit 92, and a control unit 93.

[0047] The communication unit 91 is a communication interface that communicates with the vehicle suspension system 1 and various related devices (e.g., the fixing device 50) via a network, either by wire or wireless. The communication unit 91 transmits specified information and commands to a specified destination according to instructions from the control unit 93.

[0048] The storage unit 92 has the function of storing various programs and data required for the operation of the control device. The storage unit 92 can be implemented using various recording media, such as HDD (Hard Disk Drive), SSD (Solid State Drive), or flash memory, but is not limited to these. The storage unit 92 stores various programs and data for controlling the vehicle suspension system 1 and various related devices.

[0049] The control unit 93 is a processor that has the function of controlling each part of the vehicle suspension system 1. The control unit 93 reads and executes various programs stored in the memory unit 92, thereby realizing the function of a control device for the transport system including the vehicle suspension system 1. In other words, the control unit 93 controls the vehicle suspension system 1 to hold the vehicle, transport it to the desired position, and lower the vehicle.

[0050] <Example of control device operation> Figure 10 is a flowchart showing an example of the operation when a vehicle 10 is loaded onto the vehicle suspension system 1 and transported.

[0051] As shown in Figure 10, the control unit 93 of the control device moves the vehicle suspension system 1 to the top of the vehicle 10 (step S1001).

[0052] The control unit 93 controls the motor that rotates the axle 30 of the vehicle suspension system 1 to open the vehicle suspension system 1 (step S1002). If the vehicle suspension system 1 was being moved with the suspension system 1 in the open position, the process in step S1002 is omitted.

[0053] The control unit 93 controls a lifter (not shown) for lifting the vehicle 10 to a position where the tire support portion 100 can be inserted under the tires 11 of the vehicle 10 (step S1003). Note that the control of the lifter may be individually controlled by a human.

[0054] The control unit 93 rotates the motor on the shaft 30 to close the vehicle suspension system 1. Then, the control unit 93 operates the fixing device 50 to fix the vehicle suspension system 1 in place at the second fixing part 140 so that it does not open (step S1004). That is, with the vehicle suspension system 1 closed, the protrusion 53 of the fixing device 50 is inserted into the second fixing part 140.

[0055] Next, the control unit 93 operates the fixing device 50 to fix the second plate 110 of the tire support portion 100 of the vehicle suspension device 1 with the first fixing portion 120 so that it does not move (step S1005).

[0056] Then, with the first fixing part 120 and the second fixing part 140 fixed, the lifter that was holding up the vehicle 10 is lowered. This places the tires 11 of the vehicle 10 onto the corresponding tire support parts 100 (step S1006), and the vehicle 10 is suspended by the vehicle suspension device 1.

[0057] After placing the vehicle 10's tires 11 onto the tire support section 100, the control unit 93 operates the fixing device 50 to release the fixing of the first fixing section 120 (step S1007). Subsequently, the control unit 93 also releases the fixing of the second fixing section 140 (step S1008).

[0058] Then, the control unit 93 moves the vehicle suspension system 1 on which the vehicle 10 is mounted to the target position (step S1009), and terminates the process.

[0059] Figure 11 is a flowchart showing an example of the operation when lowering a vehicle 10 from a vehicle suspension system 1.

[0060] As shown in Figure 11, the control unit 93 moves the vehicle suspension system 1 with the vehicle 10 mounted to the target position (step S1101).

[0061] The control unit 93 operates the fixing device 50 to fix the second fixing part 140 of the vehicle suspension system 1 (step S1102). The control unit 93 also operates the fixing device 50 to fix the first fixing part 120 (step S1103). As a result, the vehicle 10 will no longer be able to move easily on the vehicle suspension system 1 and will be fixed in place.

[0062] The control unit 93 controls a lifter located beneath the vehicle 10 to lift the vehicle 10 (step S1104).

[0063] When the vehicle is lifted by the lifter and separated from the vehicle suspension system 1, the control unit 93 releases the fixing by the first fixing part 120 (step S1105). The control unit 93 also releases the fixing by the second fixing part 140 (step S1106).

[0064] After releasing the fixings by both fixing parts, the control unit 93 opens the vehicle suspension system 1 (step S1107). As a result, the tire support portion 100 of the vehicle suspension system 1 no longer exists at the bottom of the vehicle 10.

[0065] Then, the control unit 93 controls the lifter to lower the vehicle 10 (step S1108). After lowering the vehicle 10, the control unit 93 closes the vehicle suspension system 1 (step S1109), moves the vehicle suspension system 1 (step S1110), and ends the process.

[0066] In this way, the vehicle 10 is mounted on the vehicle suspension system 1 and then removed from the vehicle suspension system 1.

[0067] <Summary> According to the vehicle suspension device 1 shown in the above embodiment, when loading a vehicle 10, the second fixing part 140 prevents the arm part 20 provided at the end of the tire receiving part 100 from opening, and the first fixing part 120 allows the vehicle 10 to be loaded safely. Furthermore, when transporting a vehicle 10 with the vehicle suspension device 1, the second plate that contacts the tire 11 in the tire receiving part 100, which loads the tires 11 of the vehicle 10, can move in the vehicle width direction (left-right direction). Therefore, even if the tires open due to the weight of the vehicle 10 and the vehicle width changes, the second plate can absorb this change, providing a vehicle suspension device 1 that can safely transport the vehicle 10.

[0068] <Supplement> It goes without saying that the vehicle suspension system according to the above embodiment is not limited to the above embodiment and may be implemented by other methods. Various modifications will be described below.

[0069] (1) In the above embodiment, the second fixing part 140 in the vehicle suspension device 1 is provided only on the tire support part 100 on the rear wheel side, but this is not limited to this. It may also be provided on the tire support part 100 on the front wheel side. In this case, the connecting column 25R (25L) that connects the arm part 20FR (FL) and the arm part 20RR (RL) does not need to be provided.

[0070] (2) In the above embodiment, the processes shown in Figures 10 and 11 were described as being controlled by a control device, but it is not necessary for all processes to be executed by a single control device. Each process may be executed by an individual device, and the execution timing may be linked by communication with each other to realize the process in the procedure shown in Figures 10 and 11, or it may be realized by a person sequentially inputting instructions. In addition, in the processes shown in Figures 10 and 11, processes that can be performed by a person may be performed by a person. For example, the fixing of the first fixing part 120 may be achieved by a person manually pushing the first fixing part 120 in.

[0071] (3) In the above embodiment, Figures 10 and 11 only show the movement of the vehicle 10, but after the movement, predetermined processing related to the vehicle 10 (for example, inspection of the vehicle 10 or installation of some parts) may be performed.

[0072] (4) In the above embodiment, when the vehicle 10 is mounted on the vehicle suspension system 1, the fixing device 50 is used to fix the second plate 110 with the pressing part 57 so that it does not move in the vehicle width direction (left and right direction) before mounting the vehicle 10 on the vehicle suspension system 1. However, this is not the only example. Fixing the second plate 110 with the pressing part 57 has two purposes: to mount the vehicle 10 so that the tires of the vehicle 10 are positioned as close to the center of the second plate 110 as possible when the vehicle is mounted, and to prevent the position of the vehicle 10 when it is lowered from the vehicle suspension system 1 from deviating from the target position. Here, the target position may be, for example, on a factory belt conveyor belt, but is not limited to this.

[0073] Figure 12 shows an example of the configuration of the vehicle suspension system 1 when the second plate 110 is not fixed by the fixing devices 50 (50R, 50L) when mounted on the vehicle suspension system 1, and is a view from the rear when a vehicle 10 is suspended from the vehicle suspension system 1. The fixing devices 50 (50R, 50L) in Figure 12 are the same as those shown in Figure 3, but R and L are added to the reference numerals to distinguish between left and right. As shown in Figure 12, distance sensors 1210R and 1210L are installed in the vehicle width direction (left and right direction) of the vehicle suspension system 1 in the factory or the like where the vehicle suspension system 1 is installed. The distance sensors 1210R and 1210L are fixed to the factory wall, pillars, etc., respectively. If they are fixed, the distance sensors 1210R and 1210L may be installed suspended from, for example, the ceiling of the factory. Distance sensor 1210R measures the distance from the position where distance sensor 1210R is installed to the right side of vehicle 10. Although the vehicle 10 may have irregularities, by raising the vehicle suspension system 1 to a predetermined height at a predetermined position in the longitudinal direction, distance sensor 1210R measures the distance to a predetermined position on vehicle 10. Similarly, distance sensor 1210L measures the distance from the position where distance sensor 1210L is installed to the left side of vehicle 10. Distance sensors 1210R and 1210L can be, for example, optical distance sensors, ultrasonic distance sensors, etc. Examples of optical distance sensors include laser distance sensors and infrared distance sensors.

[0074] In this modified example, the memory unit 92 of the control device (see Figure 9) of the vehicle suspension system 1 stores the basic distance DR from the distance sensor 1210R to the right side of the vehicle 10, and the basic distance DL from the distance sensor 1210L to the left side of the vehicle 10. The basic distances DR and DL may be predetermined (measured) distances stored for each vehicle 10 (for each vehicle type).

[0075] Furthermore, the communication unit 91 of the control device may have a function to transmit distance information measured from distance sensors 1210R and 1210L to the control unit 93. Based on the transmitted distance, the control unit 93 calculates how much the vehicle 10 is deviating from its ideal position on the vehicle suspension system 1 in the vehicle width direction (left-right direction). The control unit 93 then moves the first fixing part 120 with the pressing part 57 to correct this deviation, and the first fixing part 120 comes into contact with the fixing member 121, preventing the second plate 110 from moving any further toward the fixing device 50. This process is basically performed when lowering the vehicle 10 from the vehicle suspension system 1. This allows the vehicle 10 to be lowered to the desired position in the vehicle width direction (left-right direction). As an example, the vehicle suspension system 1 can lower the left wheel of the vehicle 10 onto the belt conveyor 1220L, and the right wheel of the vehicle 10 onto the belt conveyor 1220R.

[0076] Figures 13 and 14 are second flowcharts showing an example of the operation of the control device of the vehicle suspension system 1 according to this modified example. The flowchart shown in Figure 13 is a modified version of the flowchart shown in Figure 10 in the above embodiment, and the flowchart shown in Figure 14 is a modified version of the flowchart shown in Figure 11. As is clear from comparing Figure 13 and Figure 10, in this modified example, when the vehicle 10 is mounted on the vehicle suspension system 1, the first fixing part 120 is not fixed, nor is it released. That is, the processes of steps S1005 and S1007 in the flowchart shown in Figure 10 are not executed.

[0077] On the other hand, as is clear from comparing Figure 14 and Figure 11, in this modified example, when lowering the vehicle 10 mounted on the vehicle suspension device 1, the process of steps S1401 to S1403 is performed instead of the process of step S1103. Therefore, the process of steps S1401 to S1403 will be explained in detail here, and the process of the other steps will be described in accordance with the explanation in Figure 11 and will not be explained.

[0078] The control unit 93 of the control device acquires the measured distances dR and dL from the distance sensors 1210R and 1210L respectively via the communication unit 91 (step S1401).

[0079] The control unit 93 compares the acquired distance dR with the basic distance DR and also compares the distance dL with the basic distance DL. When dR > DR, dL < DL, and the vehicle 10 is positioned more to the left than the ideal position in FIG. 12. Also, when dR < DR, dL > DL, and the vehicle 10 is positioned more to the right than the ideal position in FIG. 1 in FIG. 12. When dR > DR, the control unit 93 calculates dR - DR (DL - dL may also be used) as the fixing distance for fixing the first fixing portion 120. When dL > DL, the control unit 93 calculates dL - DL (DR - dR may also be used) as the fixing distance for fixing the first fixing portion 120 (step S1402).

[0080] When dR > DR (dL < DL), the control unit 93 controls the sliding portion 56L of the fixing device 50L so as to press the first fixing portion 120 against the pressing portion 57L. As a result, the second plate 110 slides by dR - DR, and the position of the vehicle 10 in the left - right direction is corrected. Also, the control unit 93 controls the sliding portion 56R of the fixing device 50R so that the second plate 110 of the tire support portion 100RR does not slide too much, and controls the pressing portion 57R to hit the first fixing portion 120 to act as a stopper. Conversely, when dL > DL (dR < DR), the control unit 93 controls the sliding portion 56R of the fixing device 50R so as to press the first fixing portion 120 against the pressing portion 57R. As a result, the second plate 110 slides by dL - DL, and the position of the vehicle 10 in the left - right direction is corrected. Also, the control unit 93 controls the sliding portion 56L of the fixing device 50L so that the second plate 110 of the tire support portion 100RL does not slide too much, and controls the pressing portion 57L to hit the first fixing portion 120 to act as a stopper. The control unit 93 thus corrects the deviation of the vehicle 10 from the ideal position in the vehicle width direction (left - right direction) while fixing the first fixing portion 120 (step S1403).

[0081] In this modified example, as can be seen from the process shown in Figure 13, the second plate 110 is not fixed (the first fixing part 120 is not fixed). However, as shown in Figure 10, the second plate 110 may be fixed, and then the vehicle 10 may be transferred to the vehicle suspension device 1 according to the flowchart shown in Figure 13. Also, in Figure 14, after the process in step S1403, the distance sensor may be used again to measure the distance and confirm that dR=DR and dL=DL before proceeding to the process from step 1104 onwards.

[0082] (5) In the above embodiment, the control device's processor executes a program to control the vehicle transport system including the vehicle suspension system 1. However, this may be realized in the control device by logic circuits (hardware) or dedicated circuits formed on an integrated circuit (IC (Integrated Circuit) chip, LSI (Large Scale Integration)), etc. Furthermore, these circuits may be realized by one or more integrated circuits, and the functions of the multiple functional units shown in the above embodiment may be realized by a single integrated circuit. Depending on the degree of integration, LSIs may be called VLSI, super LSI, ultra LSI, etc. That is, each functional unit constituting the vehicle suspension system 1 shown in Figure 1 may be realized by a physical circuit.

[0083] Furthermore, the above program may be recorded on a recording medium readable by the processor, and the recording medium can be a "non-temporary tangible medium," such as tape, disk, card, semiconductor memory, or programmable logic circuit. The above program may also be supplied to the processor via any transmission medium capable of transmitting the program (such as a communication network or broadcast wave). The present invention can also be realized in the form of a data signal embedded in a carrier wave, in which the above program is embodied by electronic transmission.

[0084] The above program can be implemented using, for example, scripting languages ​​such as ActionScript and JavaScript®, object-oriented programming languages ​​such as Objective-C, Java®, and Python®, and markup languages ​​such as HTML5.

[0085] (6) The configurations shown in the above embodiments and supplements may be combined as appropriate. [Explanation of symbols]

[0086] 1. Vehicle suspension system 10 vehicles 20 Arm 30 axes 100 Tire support section 105 Moving mechanism 107 1st board 108 Elastic members 110 2nd board 111 Tire support roller 120 1st fixed part 140 Second fixed part 91 Communications Department 92 Memory section 93 Control Unit

Claims

1. A vehicle suspension system that suspends the vehicle by holding each of the vehicle's tires in corresponding tire support portions, The tire support portion comprises a first plate and a second plate stacked on the first plate in the stacking direction and in contact with the tire, wherein the second plate is moved freely on the first plate in the vehicle width direction, A vehicle suspension system comprising: an insertion mechanism for inserting the tire support portion from the vehicle width direction of the vehicle.

2. The aforementioned tire support portion is The second plate is provided with an alignment section that positions it near the center of the tire support section in the vehicle width direction. The vehicle suspension device according to feature 1.

3. The alignment portion comprises an elastic member, one end of which is connected to the first plate and the other end of which is connected to the second plate. The vehicle suspension device according to claim 2.

4. The aforementioned tire support portion is The system includes a first fixing mechanism that restricts the movement of the second plate on the first plate. The vehicle suspension device according to feature 1.

5. The moving mechanism includes a linear guide provided on the first plate and holding the second plate. The vehicle suspension device according to feature 1.

6. The insertion mechanism is One end is rotatably connected to the vehicle suspension system by an axis in the longitudinal direction of the vehicle on the upper side of the vehicle, and the other end has an arm to which the tire support is fixed. As one end rotates on the shaft, the other end pivots and is inserted into the underside of the tire from the vehicle width direction. A vehicle suspension system according to any one of claims 1 to 5, characterized by the features described herein.

7. The arm is equipped with a second fixing mechanism that restricts the rotation of the arm. The vehicle suspension device according to claim 6.

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