trailer

Abstract

The container loading / unloading vehicle allows containers to be loaded onto and unloaded from the front of the trailer without interfering with the trailer rollers, and also allows the front of the container to be securely fastened. [Solution] A trailer is provided which is towed by a cargo vehicle and in which a container having a main girder and running rollers extending front to back at its bottom is loaded and unloaded from the front by the cargo vehicle, comprising a chassis on which the container is loaded, having horizontal left and right decks with the vehicle's longitudinal direction as the longitudinal direction, and a stopper attached to the side of the chassis for restricting the movement of the loaded container, wherein the stopper is provided protruding from a predetermined distance rearward from the front end of the deck so as to engage with the container.

Description

Technical Field

[0001] The present invention relates to a trailer connected to a freight vehicle such as a container detaching vehicle.

Background Art

[0002] There are cases where a trailer is connected to a tractor, and containers are loaded on the tractor and the trailer respectively to transport a plurality of containers. At the front of the trailer, there is a connecting member called a drawbar for connecting to the tractor. The drawbar has a front-rear length sufficient to prevent interference between the container loaded on the tractor and the container loaded on the trailer when the tractor and the trailer turn and travel. Since it interferes with this drawbar, when loading a container onto the trailer using a container detaching vehicle, the container detaching vehicle cannot approach the deck portion of the trailer from the front. Therefore, as described in Patent Document 1, it is normal to approach the container detaching vehicle to the rear of the trailer and transfer the container from the container detaching vehicle to the trailer from the rear.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In Patent Document 1, when loading a container onto a trailer, the container loading / unloading vehicle and the trailer are positioned back-to-back. First, the container is moved parallel to the trailer by the sliding function of the arm of the container loading / unloading vehicle, causing the rear of the container to protrude towards the trailer. Next, the arm is rotated in this state to lift the front of the container and send it onto the trailer. Until the container is unloaded onto the trailer, it moves along the left and right running surfaces (vertical frames 111) of the trailer by running rollers on the left and right ends provided at the rear end. At this time, as the container moves backward (towards the front of the trailer), the trailer's anti-bouncing piece (120) is inserted into the rear of the container. Also, when the container is unloaded onto the trailer, an upward-facing projection (projection 125) provided on the trailer fits into the front of the container. By fixing this projection and the container with a pin (pin 126), the container is secured to the trailer by the anti-bouncing piece and the projection.

[0005] In Patent Document 1, the left and right running surfaces of the trailer are bent downwards from the projections to form a slope (inclined surface 114). The rear ends (117r) of the left and right guides (guide rails 117) that guide the container's running rollers are provided on this slope so that they are spaced further apart toward the front. Therefore, when loading a container onto the trailer, as the container moves parallel to the trailer and the running surface approaches the running rollers from below, the rear ends of the guides smoothly guide the inside of the left and right running rollers, and the left and right running rollers of the container are aligned with the left and right running surfaces.

[0006] In this case, the container loading / unloading vehicle may also function as a tractor. When a container loading / unloading vehicle tows a trailer, the vehicle faces the front of the trailer, facing backward, when connecting or disconnecting the container loading / unloading vehicle from the trailer. Conversely, when loading or unloading containers onto a trailer using the container loading / unloading vehicle, the vehicle must face the rear of the trailer, facing backward. In this case, the container loading / unloading vehicle must be moved around the trailer from the front to the rear, or from the rear to the front, and during this movement, the vehicle must be turned around and reversed. This requires a large space around the trailer to move the container loading / unloading vehicle, which presents challenges in terms of work efficiency. From this perspective, there is room to consider trailers that allow containers to be loaded and unloaded from the front using a container loading / unloading vehicle.

[0007] When loading and unloading containers from the front of a trailer, the orientation of the container relative to the trailer is reversed compared to conventional methods. However, a mechanism to securely fasten the container to the trailer is still necessary, just as in conventional methods. In contrast to conventional methods, the anti-jump piece faces forward on the trailer, so the large inertial force acting on the container during braking will pull the anti-jump piece away from the container. Therefore, a fastening mechanism that locks to the front of the container and restricts its forward movement during braking is essential.

[0008] However, unlike the rear of a trailer where there is ample space (e.g., the rear overhang), the front of a trailer is densely packed with the pivot mechanism of the front axle and the aforementioned drawbars. Therefore, when considering a trailer that loads and unloads containers from the front, it is difficult to adapt the configuration used in the trailer of Patent Document 1, which bends the rear of the running surface downward, and bend the front of the running surface downward by a sufficiently long length. In this case, it is difficult to guide the running rollers with guides in the same way as in the same document during the process of translating the container toward the trailer. As a result, variations occur in the left-right position of the running rollers when the container is translating, and there is a possibility that the container may interfere with the securing mechanism at the front of the trailer during the process of transferring the container from the container loading / unloading vehicle to the trailer.

[0009] The object of the present invention is to provide a trailer that allows containers to be loaded and unloaded from the front by a container loading / unloading vehicle without interfering with the rolling rollers, and that can securely fasten the front of the containers. [Means for solving the problem]

[0010] To achieve the above objective, the present invention provides a trailer that is towed by a cargo vehicle and on which a container having a main girder and running rollers extending front to back at its bottom is loaded and unloaded from the front by the cargo vehicle, comprising: a chassis on which the container is loaded having horizontal left and right decks with the vehicle's longitudinal direction as its longitudinal direction; and a stopper attached to the side of the chassis for restricting the movement of the loaded container, wherein the stopper is provided protruding from a predetermined distance rearward from the front end of the deck so as to engage with the container. [Effects of the Invention]

[0011] According to the present invention, a container can be loaded onto and unloaded from the front of a trailer using a container loading / unloading vehicle without interfering with the travel rollers, and the front of the container can be securely fastened. [Brief explanation of the drawing]

[0012] [Figure 1] A diagram showing a trailer according to one embodiment of the present invention in close proximity to a container loading / unloading vehicle. [Figure 2] Plan view of a trailer relating to one embodiment of the present invention [Figure 3] Left side view of the trailer relating to one embodiment of the present invention. [Figure 4] Rear view of a trailer according to one embodiment of the present invention [Figure 5] Perspective view of the trailer deck according to one embodiment of the present invention [Figure 6] Plan view of a trailer drawbar according to one embodiment of the present invention [Figure 7]Left side view of the trailer's drawbar according to an embodiment of the present invention [Figure 8] Plan view of the container lock provided on the trailer according to an embodiment of the present invention [Figure 9] Front view of the container lock provided on the trailer according to an embodiment of the present invention [Figure 10] Cross-sectional view taken along the line A-A in FIG. 8 [Figure 11] Perspective view showing the state of the container loading and unloading process of the movable stopper provided on the trailer according to an embodiment of the present invention [Figure 12] Perspective view showing the state where the engagement between the movable stopper provided on the trailer and the container according to an embodiment of the present invention is released [Figure 13] Perspective view showing the state where the movable stopper provided on the trailer and the container according to an embodiment of the present invention are engaged [Figure 14] Diagram showing the transfer of the container from the container loading and unloading vehicle to the trailer according to an embodiment of the present invention [Figure 15] Diagram showing the transfer of the container from the container loading and unloading vehicle to the trailer according to an embodiment of the present invention [Figure 16] Diagram showing the transfer of the container from the container loading and unloading vehicle to the trailer according to an embodiment of the present invention [Figure 17] Diagram showing the transfer of the container from the container loading and unloading vehicle to the trailer according to an embodiment of the present invention [Figure 18] Diagram showing the transfer of the container from the container loading and unloading vehicle to the trailer according to an embodiment of the present invention

Embodiments for Carrying Out the Invention

[0013] Embodiments of the present invention will be described below with reference to the drawings.

[0014] -Container loading and unloading vehicle- Figure 1 shows a trailer according to one embodiment of the present invention in close proximity to a container loading / unloading vehicle. In the following description of the embodiment, left and right in Figure 1 refer to the front and rear of the trailer, container loading / unloading vehicle, and container, respectively. In this embodiment, the description will be given as an example when a container loading / unloading vehicle is used as the cargo vehicle (tractor) to tow the trailer.

[0015] As shown in Figure 1, trailer 1 approaches the rear of container loading / unloading vehicle V, and container C is transferred from container loading / unloading vehicle V to trailer 1 by container handling device Vh mounted on container loading / unloading vehicle V, and the loaded container C is transferred back to container loading / unloading vehicle V. Trailer 1 is coupled to and towed by a cargo vehicle. Container loading / unloading vehicle V is an example of a cargo vehicle.

[0016] The container loading / unloading vehicle V is equipped with a vehicle frame Vf, a subframe Vs, a container handling device Vh, guide rollers Vr, etc. The vehicle frame Vf mounts and supports the subframe Vs. The subframe Vs supports the container handling device Vh. The container handling device Vh loads and unloads containers C by sliding or rotating an L-shaped arm Va back and forth. A pair of guide rollers Vr are provided on the left and right rear ends of the subframe Vs and guide the main girder Cg of the container C being loaded or unloaded relative to the container loading / unloading vehicle V.

[0017] -container- The container C loaded onto the container loading / unloading vehicle V or trailer 1 is a box-shaped container with an open top, and its rear is composed of a rear gate Cw. The rear gate Cw is a downward-opening type, and its lower part rotates via an upper hinge to open and close the rear opening of the container C. At the bottom of the container C, a pair of left and right main girders Cg are provided, protruding downwards in the front-to-back direction. The left and right main girders Cg are rod-shaped members with a vertically elongated rectangular cross-section, and they extend parallel to each other in the front-to-back direction. The main girders Cg extend along the entire length of the container C. These main girders Cg serve as reinforcement for the container C and are supported by the guide rollers Vr of the container loading / unloading vehicle V and the support rollers 8 of trailer 1. Therefore, the distance between the left and right main girders Cg is set to match the distance between the left and right guide rollers Vr and support rollers 8.

[0018] The upper front of container C is equipped with a bar-shaped engaging portion Cb that engages with and disengages from the hook of arm Va. A pair of left and right support legs Cl are fixed to the front of the bottom of container C, and a pair of left and right running rollers Cr are rotatably mounted on the rear portion of the bottom of container C (at or near the rear end). Both the support legs Cl and the running rollers Cr are located outward in the lateral direction relative to the main girder Cg and protrude below the underside of the main girder Cg. With the running rollers Cr and support legs Cl in contact with the horizontal surface, container C is substantially horizontal.

[0019] -Trailer- Figure 2 is a top view of the trailer shown in Figure 1, Figure 3 is a left side view, and Figure 4 is a rear view. Figure 5 is a perspective view of the trailer's deck, Figure 6 is a top view of the trailer's drawbar, and Figure 7 is a left side view.

[0020] As shown in these figures, the trailer 1 comprises a chassis 4 having front wheels 2 and rear wheels 3 for loading container C, and a drawbar 5 provided at the front of the chassis 4 and connected to a cargo vehicle. One container C can be loaded onto the trailer 1 from the front.

[0021] The chassis 4 comprises a trailer frame 6, a running surface 7, support rollers 8, and roller pits 9. The trailer frame 6, running surface 7, support rollers 8, and roller pits 9 are provided in pairs on the left and right sides.

[0022] The left and right trailer frames 6 are rod-shaped members extending in the front-to-back direction, made of high-strength steel material, for example, with an I-shaped cross-section. The left and right trailer frames 6 are connected by multiple cross members 6a that are spaced apart in the front-to-back direction.

[0023] A turning mechanism 10, also known as a dolly, is provided on the underside of the front of the trailer frame 6, allowing it to rotate freely around a vertical axis of rotation. The front wheels 2 are connected to the lower part of this turning mechanism 10 via a suspension, allowing the front wheels 2 to swing from side to side relative to the trailer frame 6.

[0024] Furthermore, the rear wheels 3 are connected to the underside of the rear of the trailer frame 6 via a suspension. The orientation of the rear wheels 3 relative to the trailer frame 6 remains constant.

[0025] The area above the front wheels 2 is covered by a front fender 11 fixed to the side of the trailer frame 6, and the area above the rear wheels 3 is covered by a rear fender 12 fixed to the side of the trailer frame 6. The trailer frame 6 is also provided with side guards 13 that cover the space between the front wheels 2 and the rear wheels 3. Furthermore, a rear bumper 14 is provided at the rear end of the trailer frame 6.

[0026] The left and right trailer frames 6 are supported by decks 15 that extend forward and backward from the top of each. The thickness of the decks 15 varies depending on their position in the forward and backward direction. Specifically, the bottom surface of the decks 15 is flush with the surface, while the height of the top surface varies depending on its position in the forward and backward direction. The front part 16 of the decks 15 is thinner in the vertical direction than the main body part 17 to the rear, and the top surface of the front part 16 is lower in height than the top surface of the main body part 17.

[0027] The upper surface of the main body portion 17 of the deck 15 is the aforementioned running surface 7. This running surface 7 constitutes the road surface on which the running rollers Cr of the container C travel when loading and unloading the container C. The running surface 7 also has a slope 7a that slopes downward at its front end. This slope 7a is connected to the upper surface of the front portion 16 of the deck 15. Furthermore, the slope 7a is located behind the claws 23j of the container lock 23 and the movable stopper 22, which will be described later, and at least a portion of it is located behind the leading edge 2a (Figure 3) of the front wheel 2. In this embodiment, the entire slope 7a is located behind the leading edge 2a (Figure 3) of the front wheel 2, and most of the slope 7a (more than half) is located behind the rotation center of the front wheel 2. The running surface 7 also has a slope 7b that slopes downward towards the roller pit 9 at its rear end. The slopes 7a and 7b are gentle inclines with an inclination angle (angle with respect to the running surface 7 excluding slopes 7a and 7b) of 45 degrees or less (for example, about 10 degrees). The running surface 7, excluding these slopes 7a and 7b, is horizontal when the trailer 1 is placed on level ground. Rails 7c are provided projecting upward from the inner edges of the left and right running surfaces 7 in the left-right direction, to guide the running rollers Cr of the container C that travels on the running surface 7.

[0028] The left and right support rollers 8 are rollers that support the main girder Cg of the container C loaded on the trailer 1. These support rollers 8 are positioned between the left and right running surfaces 7 such that their axis of rotation (centerline of rotation) is located in front of the leading edge of the roller pit 9. In this embodiment, as shown in Figure 2, all of the support rollers 8 are located in front of the leading edge of the roller pit 9, and as shown in Figure 3, all or part of the support rollers 8 (part in this embodiment) are located in front of the trailing edge 3a of the rear wheel 3.

[0029] The roller pit 9 is a space (e.g., a hole or depression) into which the running rollers Cr of the container C fall after traversing the running surface 7, and is adjacent to the rear end of the running surface 7, that is, the rear end of the slope 7b. A roller stopper 21, which acts as a wheel stop for the running rollers Cr of the container C, is provided on the rear side of the roller pit 9. The roller stopper 21 is provided on the front surface of the cross member 19 that connects the rear ends of the left and right trailer frames 6.

[0030] Furthermore, the inner edges of the left and right running surfaces 7 are provided with two seating areas 18 on each side, where the main girders Cg of the container C are seated. The left seating area 18 and the left support roller 8 are located in the same straight line extending parallel to the running surface 7. Similarly, the right seating area 18 and the right support roller 8 are also located in the same straight line extending parallel to the running surface 7.

[0031] Furthermore, a pair of anti-bouncing pieces 20 are attached to the cross member 19. The tips of these anti-bouncing pieces 20 extend forward and are inserted into the claw holes (not shown) of the container C that is loaded onto the chassis 4 from the front, restricting the up, down, left, and right movement of the loaded container C and preventing the rear of the container C from bouncing up. In this embodiment, a configuration in which fixed anti-bouncing pieces 20 are placed at the rear end of the trailer frame 6 is illustrated, but in some cases the anti-bouncing pieces 20 are made movable and placed at an intermediate position in the front-rear direction of the trailer 1.

[0032] Furthermore, movable stoppers 22 are provided on the left and right outer sides of the front 16 of the deck 15. In addition, a container lock 23, which is driven by pneumatics, for example, is provided between the front 16 of the left and right decks 15. The detailed configuration of the movable stoppers 22 and the container lock 23 will be described later.

[0033] In addition, although not shown in the diagram, trailer 1 may also be equipped with a movable front stopper to hold down the front of the loaded container C.

[0034] -Drawbar- Figure 6 is a plan view of the drawbar 5 installed on trailer 1, and Figure 7 is a left side view of the drawbar 5.

[0035] The drawbar 5 is a connecting member that is connected to the rear coupling portion of a cargo vehicle in order to connect the trailer 1 to the cargo vehicle which will be a tractor. The drawbar 5 has a variable structure that can transform into a basic form for connecting to a cargo vehicle and a retracted form in which the amount of forward protrusion from the front end of the chassis 4 (the front end of the deck 15 in this embodiment) is smaller than that of the basic form. Specifically, the drawbar 5 has a base portion 31 attached to the chassis 4 (specifically the slewing mechanism 10) and a main body portion 32 that is rotatably connected to the base portion 31 to at least one of the left or right sides. As shown in Figure 6, the form in which the main body portion 32 extends forward is the basic form of the drawbar 5, and as shown by the dashed line in Figure 2, the form in which the main body portion 32 extends to either the left or right is the retracted form of the drawbar 5.

[0036] The base 31 of the drawbar 5 is connected to the swivel mechanism 10 via pins 38 extending to the left and right, allowing it to swing up and down, and is able to swing from side to side together with the front wheel 2 by the swivel mechanism 10. The up and down swing of the base 31 relative to the swivel mechanism 10 can be locked by a stopper pin (not shown).

[0037] The main body 32 of the drawbar 5 is a long, resilient member, and its base end is connected to the base 31 via a pin 33 that extends vertically, allowing it to swing from side to side. This main body 32 can rotate approximately 180 degrees, from a position where the tip is facing left to a position where the tip is facing right. A ring 34 is provided at the tip of the main body 32, and by connecting this ring 34 to the coupling device of the cargo vehicle, the trailer 1 and the cargo vehicle are connected. Although not specifically shown in the figures, the trailer 1 is equipped with a chain, and when towed by the cargo vehicle, it is connected to the cargo vehicle by the chain in addition to the drawbar 5.

[0038] Furthermore, the base 31 and the main body 32 of the drawbar 5 are fixed to each other by a locking pin 35 (locking the swing of the main body 32). There are three pin holes 36 for inserting the locking pin 35 in the base 31 (in front of, to the right of, and to the left of the pin 33) and one (not shown) in the main body 32. Figure 6 shows the state in which the locking pin 35 is passed through the pin hole 36 in front of the pin 33 in the base 31 and the pin hole 36 in the main body 32, fixing the main body 32 to the base 31 in the basic configuration. By removing the locking pin 35 from this state, rotating the main body 32 to either the left or right, and passing the locking pin 35 through the pin hole 36 to the left or right of the pin 33 in the base 31 and the pin hole 36 in the main body 32, the main body 32 is fixed to the base 31 in the retracted configuration.

[0039] In the retracted configuration, the amount of the drawbar 5 protruding forward from the front end of the chassis 4 (the front end of the deck 15 in this embodiment) is significantly reduced (at least to half or less) compared to the basic configuration. In this embodiment, in the retracted configuration, the entire main body portion 32 of the drawbar 5 is located behind the front end of the base portion 31 of the drawbar 5, and the amount of the drawbar 5 protruding forward from the front end of the chassis 4 in the retracted configuration is, for example, about 1 / 4 of that in the basic configuration.

[0040] Although not shown in Figures 6 and 7, the drawbar 5 is equipped with a stand 37 (Figure 3) with casters. Normally, the stand 37 is lifted off the ground with its casters facing backward. However, when connecting or disconnecting the trailer 1 from the tractor, the stand 37 can be raised and the handle 37a can be turned to extend the stand 37, thereby lifting the heavy drawbar 5.

[0041] -Container Lock- Figure 8 is a plan view of the aforementioned container lock 23, Figure 9 is a front view of the container lock 23 seen from below in Figure 8, and Figure 10 is a cross-sectional view taken along the line AA in Figure 8. The left-right direction in Figures 8-10 corresponds to the left-right direction of the trailer 1, the container detachment vehicle V, and the container C, and corresponds to the direction perpendicular to the plane of the paper in Figure 1. In addition, in Figures 8-10, the container lock 23 is shown with its outer cover visible through the glass.

[0042] The container lock 23 is located between the front 16 of the left and right decks 15 of the chassis 4 and restricts the vertical movement of the container C. The container lock 23 comprises a base 23a, a cylinder 23b, a bell crank 23c, a first shaft 23d, a bell crank 23e, an arm 23f, a bell crank 23g, a second shaft 23h, a link 23i, and a claw 23j.

[0043] The base 23a is supported by a cross member 6a located at the front of the trailer 1. The cylinder 23b is a pneumatic cylinder, and in an extended position to the left and right, one end is connected to the base 23a via a bracket 23k so as to be able to rotate up and down. A hydraulic cylinder can also be used for the cylinder 23b. The other end of the cylinder 23b is connected to the first shaft 23d, which is rotatably supported by the base 23a, via a bell crank 23c. The first shaft 23d rotates as the cylinder 23b extends and retracts.

[0044] Furthermore, an arm 23f, also called a sickle neck, which is partially formed in a U-shape, is connected to the first shaft 23d via a bell crank 23e. The tip of the bell crank 23e is rotatably connected to one end of the arm 23f via a pin 23l. The arm 23f extends to the left and right (in a direction perpendicular to the first shaft 23d) and straddles the first shaft 23d at its U-shaped portion. The other end of the arm 23f is connected to the second shaft 23h, which is rotatably supported by the base 23a, via a bell crank 23g. The arm 23f and the bell crank 23g are rotatably connected via a pin 23m. The second shaft 23h is connected to left and right claws 23j, which are rotatably connected to the base 23a via left and right links 23i.

[0045] With this configuration, when the cylinder 23b extends and the first shaft 23d rotates in one direction (in the direction of arrow R1 in Figure 10), the rotation of the first shaft 23d is transmitted to the second shaft 23h via the bell crank 23e and arm 23f, causing the second shaft 23h to rotate in one direction (opposite to arrow R2 in Figure 10). Furthermore, the rotation of the second shaft 23h is transmitted to the left and right claws 23j via the left and right links 23i, causing the left and right claws 23j to rotate outward in the left and right direction (vehicle width direction), and the left and right claws 23j protrude outward from the exterior cover (Figure 5) (as shown in Figures 5, 8-10). The left and right protruding claws 23j engage with claw holes (not shown) provided on the opposing sides of the left and right main girders Cg of the container C loaded on the trailer 1, restricting the vertical, forward and backward, and left and right movement of the container C.

[0046] Conversely, when cylinder 23b contracts and the first shaft 23d rotates in the opposite direction (opposite to arrow R1 in Figure 10), the rotation of the first shaft 23d is transmitted to the second shaft 23h via the bell crank 23e and arm 23f, causing the second shaft 23h to rotate in the opposite direction (arrow R2 in Figure 10). Furthermore, the rotation of the second shaft 23h is transmitted to the left and right claws 23j via the left and right links 23i, causing the left and right claws 23j to rotate inward in the left and right direction (vehicle width direction) from the state shown in Figures 8-10, and the left and right claws 23j are stored in the exterior cover (Figure 5). When the left and right claws 23j are stored with container C loaded on trailer 1, the left and right claws 23j disengage from the claw holes (not shown) of the left and right main girders Cg of container C, and the restraint of container C by the container lock 23 is released.

[0047] In this state, with the claws 23j protruding to the left and right, as shown in Figure 10, the plane S passing through the centerlines of the pins 23l and 23m at both ends of the arm 23f is located below the center of the first shaft 23d. The force transmitted from the second shaft 23h, which rotates in the direction of arrow R2, to the first shaft 23d is converted into a force that rotates the first shaft 23d in the direction of arrow R1. As mentioned above, for structural reasons, the first shaft 23d must rotate in the opposite direction to arrow R1 in order for the second shaft 23h to rotate in the direction of arrow R2. Therefore, the rotational force of the first shaft 23d in the direction of arrow R1 resists the force that tries to rotate the second shaft 23h in the direction of arrow R2. As a result, even if an upward external force F (Figure 10) acts on the claws 23j from the container C, for example, the rotation of the second shaft 23h in the direction of arrow R2 is restricted, and the claws 23j are prevented from tilting inward and detaching from the container C.

[0048] -Movable stopper- Figure 11 is a perspective view of the movable stopper 22 during the loading and unloading process of container C. Figure 12 is a perspective view of the movable stopper 22 when it is disengaged from the container loaded on trailer 1, and Figure 13 is a perspective view of the movable stopper 22 when it is engaged with the container loaded on trailer 1.

[0049] The movable stopper 22 engages with (fits in this example) the container C loaded on the chassis 4 and restricts the forward and backward movement of the container C, and one is provided on each of the left and right sides of the chassis 4. The movable stopper 22 is configured to be displaceable between an engagement position (Figure 13) in which it engages with the container C and a release position (Figure 12) in which it releases engagement with the container C. In this embodiment, the movable stopper 22 is foldable and is supported so as to be able to rotate up and down on the left and right sides of the front part 16 of the deck 15 via brackets 22a. The movable stopper 22 is configured to be displaced from an upright engagement position to a release position by tilting outward in the vehicle width direction.

[0050] The movable stopper 22 is located at the front of the chassis 4 and in front of the slope 7a. When a container C is loaded onto the trailer 1, the support legs Cl of the container C face each other (Figure 12). The sides of the support legs Cl have recesses. When the movable stopper 22 is raised and displaced to the engagement position with the container C loaded on the trailer 1, the movable stopper 22 fits into the recesses of the support legs Cl, restraining the front of the container C (Figure 13). When the movable stopper 22 is displaced to the release position, it moves away from the front 16 of the deck 15 and its highest point is lowered to approximately the same height as the upper surface of the front 16, expanding the opening through which the running roller Cr can pass compared to when it is in the engagement position. In this way, the movable stopper 22 retracts from the track of the running roller Cr, preventing it from interfering with the container C (e.g., the running roller Cr) as it travels back and forth on the deck 15 when being loaded onto the trailer 1.

[0051] However, this foldable configuration is just one example of the movable structure of the movable stopper 22, and the movable structure of the movable stopper 22 can be modified as appropriate. For example, the movable stopper 22 can be configured to slide upward from a release position where the entire structure is below the upper surface of the front part 16 of the deck 15, and displaced to an engagement position where it protrudes from the upper surface of the deck 15. Alternatively, the movable stopper 22 could be made detachable, and the movable stopper 22 could be attached to the chassis 4 when engaging with the container C loaded on the trailer 1, and the movable stopper 22 could be removed from the chassis 4 when loading or unloading the container C from the trailer 1.

[0052] In this embodiment, the movable stopper 22 is provided with a pin 22b that connects it to the container C in the engagement position. The tip of the movable stopper 22 is also provided with a through hole 22c (Figure 12) that runs through it from front to back. When the movable stopper 22 is displaced to the engagement position and fitted into the recess of the support leg Cl of the container C, this through hole 22c aligns with the through hole Cla (Figure 12) in the support leg Cl, both front to back (in the same straight line). By passing the pin 22b through the aligned through holes Cla and 22c and fixing it in place, the movable stopper 22 is connected to the container C in the engagement position.

[0053] Furthermore, the bracket 22a of the movable stopper 22 is provided with a pin hole 22d (Figure 13) at its top, allowing the pin 22b to be inserted into the pin hole 22d for storage when not in use. The pin hole 22d is blocked by the movable stopper 22 when it is in the engaged position (Figure 13), and is positioned to open when the movable stopper 22 is in the released position. This prevents the pin 22b from being inserted when the movable stopper 22 is in the engaged position, and allows it to be inserted when the movable stopper 22 is in the released position. Additionally, the movable stopper 22 is restrained in the released position by the pin 22b inserted into the pin hole 22d, preventing the movable stopper 22 from unexpectedly displacing to the engaged position.

[0054] - Container loading procedure onto trailer - Figures 14-18 illustrate the process of transferring container C from the container loading / unloading vehicle V to trailer 1. As an example, the procedure for loading container C onto an empty trailer 1, which has been towed by a tractor to the loading area, using the container loading / unloading vehicle V will be explained using Figures 1 and 14-18.

[0055] When loading container C onto trailer 1, the drawbar 5 of trailer 1 needs to be retracted. In this case, first, with the drawbar 5 of trailer 1 still connected to the tractor, the stand 37 is raised, and the handle 37a is turned to raise the drawbar 5 to a position where the ring 34 can detach from the tractor's connection point. Once the connection between the tractor and trailer 1 is released in this way, the tractor is moved. After moving the tractor, the vertical swing of the base 31 of the drawbar 5 is locked with a stopper pin (not shown), and the stand 37 is retracted in preparation for transitioning the drawbar 5 to the retracted position (up from the ground as shown by the solid line in Figure 3). However, if the contact surface of the caster of the stand 37 is smooth, the stand 37 may remain on the ground.

[0056] After that, the lock pin 35 is removed, the main body 32 of the drawbar 5 is rotated to the left or right to transition from the basic form to the retracted form, and the removed lock pin 35 is reinserted to fix the main body 32 in the retracted form.

[0057] Next, as shown in Figure 1, the container loading vehicle V, loaded with container C, is brought close to the front of trailer 1, and the container loading vehicle V and trailer 1 are positioned in tandem, facing the same direction. The rear of the container loading vehicle V and the front of trailer 1 are facing each other.

[0058] As shown in Figure 1, when the container loading / unloading vehicle V and trailer 1 are placed in tandem, the arm Va of the container handling device Vh is slid backward as shown in Figure 14 to push the container C backward. The container C slides backward on the container loading / unloading vehicle V, guided by the guide roller Vr on the main girder Cg.

[0059] Once container C is slid backward, the arm Va of the container handling device Vh is rotated backward as shown in Figure 15, bringing container C into contact with trailer 1. Container C moves backward with its front end raised using the guide roller Vr as a pivot point, and first makes contact with the running surface 7 of trailer 1 with its running roller Cr. At this time, the running roller Cr of container C lands on the slope 7a on the front side of the running surface 7 as the arm Va begins to rotate (Figure 15).

[0060] Subsequently, as the arm Va of the container handling device Vh rotates further backward, the travel roller Cr of the container C travels along the travel surface 7 of the trailer 1 and moves backward, as shown in Figure 16.

[0061] As the running roller Cr of container C travels along the running surface 7 to its rear end, it drops into the roller pit 9 (Figure 5) as shown in Figure 17, and at the same time, the main girder Cg of container C is supported by the support roller 8 of trailer 1. The rear support point of container C is changed from the running roller Cr to the support roller 8, and even when the running roller Cr passes over the running surface 7, the rear support point of container C remains within the range of the running surface 7.

[0062] Finally, the container C is in a state where the main girder Cg is seated on the seat 18 (Figure 18). When transitioning to this state, the anti-jump piece 20 of the trailer 1 is inserted into the claw hole (not shown) of the container C, preventing the rear of the container C from lifting up. Once the container C is transferred to the trailer 1 in this way, the connection between the arm Va and the container C is released, and the container detachment vehicle V is moved forward. Furthermore, the front of the container C is secured to the trailer 1 by fixing it with the movable stopper 22 and the claw 23j of the container lock 23, thereby restraining the container C from the trailer 1.

[0063] When connecting a trailer to a container detachment vehicle V or other cargo vehicle, return the drawbar 5 to its basic configuration using the reverse procedure described above, and connect the drawbar 5 and chain to the cargo vehicle.

[0064] The procedure for unloading container C from trailer 1 is generally the reverse of the above.

[0065] -effect- (1) According to this embodiment, the movable stopper 22 is configured to be displaceable between an engagement position in which it engages with the container C and a release position in which it releases from engagement with the container C. By moving the movable stopper 22 to the release position, it can be moved away from the track of the container C during loading and unloading. As a result, even if there is variation in the left and right position of the container C relative to the trailer 1 when the container C is loaded from the front by the container loading vehicle V, interference between the container C (e.g., the running roller Cr) and the movable stopper 22 can be suppressed. After the container C has been unloaded onto the trailer 1, the movable stopper 22 can be displaced to the engagement position and connected to the container C. In this way, the container C can be loaded and unloaded onto the trailer 1 from the front by the container loading vehicle V without interference between the running roller Cr of the container C and the movable stopper 22, and the front of the container C can be securely fixed with the movable stopper 22.

[0066] Furthermore, if a non-movable stopper is used instead of a movable stopper 22 as a securing device connected to the support legs Cl of container C, a guide that contacts container C when it is moving (Figure 14) and positions container C to the left or right must be provided at the front of trailer 1 (in front of the stopper) along with a ramp to avoid interference between container C and the stopper when it is loaded onto trailer 1. In this case, it is difficult to provide a ramp due to the presence of the drawbar 5 and the slewing mechanism 10, and the load of container C will be concentrated first at the front of trailer 1 where heavy objects such as the drawbar 5 and the slewing mechanism 10 are concentrated, which is undesirable from the standpoint of weight balance.

[0067] In contrast, in this embodiment, by employing a movable stopper 22 as a stopper to restrain the support legs Cl of the container C, there is no need to provide a slope or guide in front of the movable stopper 22, and it is possible to avoid concentrated load from the container C in front of the movable stopper 22. This also allows for smooth loading of the container C.

[0068] (2) A pin hole 22d is provided in the bracket 22a of the movable stopper 22, and the pin 22b that connects the movable stopper 22 to the container C can be inserted into the pin hole 22d and stored. The pin 22b used to fix the movable stopper 22 can be stored in the bracket 22a of the movable stopper 22 (i.e., very close to the place of use), which is highly convenient and eliminates the need to secure a separate place to store the pin 22b, thus helping to prevent the loss of the pin 22b. In addition, the pin hole 22d is blocked by the movable stopper 22 when it is in the engaged position and is opened when the movable stopper 22 is in the released position, so the pin 22b must be removed from the bracket 22a when raising the movable stopper 22. This allows the worker to naturally pick up the pin 22b when raising the movable stopper 22 and connect the movable stopper 22 to the container C, preventing the worker from forgetting to connect the movable stopper 22 to the container C with the pin 22b after simply raising the movable stopper 22. In addition, when the pin 22b is stored by being inserted into the pin hole 22d, the movable stopper 22 is restrained in the release position by the pin 22b inserted into the pin hole 22d, preventing the movable stopper 22 from being unexpectedly displaced to the engagement position, and also preventing the movable stopper 22 from bouncing up more than necessary from the release position when the trailer 1 is running in an empty state without a container C loaded.

[0069] (3) In addition, a slope 7a that slopes forward is provided at the front end of the running surface 7 so as to be located behind the movable stopper 22. If there were no slope 7a at the front end of the running surface 7, when transferring the container C from the container loading / unloading vehicle V to the trailer 1, the running roller Cr may come into contact with the vicinity of the front end of the chassis 4 (for example, the front part 16 of the deck 15) when the arm Va of the container loading / unloading device Vh begins to rotate.

[0070] For example, when transferring container C from container detachment vehicle V to trailer 1 by sliding container C backward using arm Va (Figure 14), if there is no ramp 7a and there is no difference in the height of the upper surfaces of the front part 16 of deck 15 and the main body part 17, the upper surface of the front part 16 may be higher than the lower edge of the running roller Cr of container C. In that case, the running roller Cr may get caught on the front end of the front part 16 of deck 15 and cannot be driven up, making it difficult to transfer container C to trailer 1.

[0071] Even if container C can be loaded onto trailer 1, if there is no difference in the height of the upper surfaces of the front 16 of the deck 15 and the main body 17, the support legs Cl of container C loaded onto trailer 1 will come into contact with the front 16 of the deck 15, and the main girders Cg of container C will not sit on the seat 18 of trailer 1.

[0072] In contrast, in this embodiment, a slope 7a that slopes forward is provided at the front end of the running surface 7, and at least a portion of this slope 7a is located behind the leading edge 2a of the front wheel 2. By providing the slope 7a in this way and lowering the upper surface of the front part 16 of the deck 15 relative to the upper surface of the main body part 17 of the deck 15 (the running surface 7 excluding the slopes 7a and 7b), it is possible to suppress contact between the running roller Cr and the upper surface of the front part 16 of the deck 15 when the arm Va starts to rotate, allowing the running roller Cr to land stably on the slope 7a and be smoothly guided to the running surface 7 that follows the slope 7a. This enables stable transfer of the container C from the container detachment vehicle V to the trailer 1. Furthermore, it suppresses contact between the support legs Cl of the container C and the upper surface of the front part 16 of the deck 15, allowing the main girder Cg of the container C to be firmly supported by the seat portion 18 of the trailer 1.

[0073] Furthermore, since the front of the trailer 1, where the drawbar 5 and the swivel mechanism 10 are located, is heavier, when loading a container C onto the trailer 1 from the front, as in this embodiment, the position where the container C's running rollers Cr touch down at the start of loading is important. Therefore, in this embodiment, when transferring the container C while the container loading vehicle V is stopped at a predetermined position relative to the trailer 1, the slope 7a to which the container C's running rollers Cr first make contact is provided behind the movable stopper 22 and near the front wheels 2. This suppresses the load of the container C from being applied near the front end of the trailer 1, and allows for stable transfer of the container C from the container loading vehicle V to the trailer 1. In particular, in this embodiment, since the front part of the slope 7a is located behind the leading edge 2a of the front wheels 2, it is possible to avoid the load of the container C concentrating in front of the leading edge 2a of the front wheels 2.

[0074] Furthermore, from the perspective of weight balance related to the landing position of the container C's running rollers Cr at the start of loading container C, it is more preferable for the slope 7a to be located between the front wheels 2 and the rear wheels 3. However, if the entire slope 7a is located behind the front wheels 2, the front of the main girder Cg of container C loaded onto the trailer 1 will be significantly lifted, making it impossible to ensure the stability of container C. Therefore, in this embodiment, the slope 7a at the front end of the running surface 7 is provided near the front wheels 2, achieving both a good weight balance and a stable support state when the container is loaded.

[0075] (4) According to this embodiment, the drawbar 5 can be transformed from a basic configuration for connecting to a cargo vehicle to a retracted configuration (dotted line in Figure 2) in which the amount of protrusion forward from the front end of the chassis 4 is smaller than in the basic configuration. Therefore, by putting the drawbar 5 into the retracted configuration, the rear of the container loading / unloading vehicle V can be brought close enough to the front of the trailer 1. This makes it easier to load and unload containers C from the front of the trailer 1 using the container loading / unloading vehicle V.

[0076] (5) As described above, the chassis 4 is equipped with a roller pit 9 adjacent to the rear of the running surface 7 on which the running rollers Cr of the container C run, and the support rollers 8 that support the main girder Cg of the container C are positioned such that their rotation axis is located in front of the roller pit 9. If there were no roller pit 9 and the running surface 7 extended to near the rear end of the trailer 1, the running rollers Cr running on the running surface 7 would exceed the rear wheels 3, and just before the completion of loading the container C, the load of the container C would be concentrated at a position beyond the rear wheels 3, which could cause the front wheels 2 of the trailer 1 to lift off the ground.

[0077] In contrast, in this embodiment, as described above, before the loading of container C is completed, the running rollers Cr of container C fall into the roller pit 9, and the main girder Cg of container C is supported by the support rollers 8 positioned in front of the roller pit 9. This prevents the support points of container C from moving to near the rear end of trailer 1, and suppresses the lifting of the front wheels 2 of trailer 1.

[0078] In particular, in this embodiment, since the support roller 8 is positioned so that its front-to-rear position range overlaps with that of the rear wheel 3, it is possible to avoid the support point of the container C moving backward beyond the rear edge 3a of the rear wheel 3.

[0079] (6) Since the rear end of the running surface 7 has a slope 7b that descends toward the roller pit 9, the running roller Cr of the container C descends the slope 7b when it falls into the roller pit 9, so that the main girder Cg lands smoothly on the support roller 8. This makes it possible to mitigate the impact when the support point of the container C switches from the running roller Cr to the support roller 8.

[0080] (7) The front of the container C is also secured by a container lock 23 that engages from the inside, along with a movable stopper 22 that engages from the outside in the left-right direction. The container lock 23 is operated by a cylinder 23b, so the container lock 23, which is located between the left and right main girders Cg of the container C and is difficult for workers to reach, can be easily locked and unlocked. Also, when unlocked, the left and right claws 23j are retracted into the outer cover 23x and moved away from the track of the running roller Cr, so, like the movable stopper 22, interference between the claws 23j of the container lock 23 and the running roller Cr is suppressed. [Explanation of Symbols]

[0081] 1...Trailer, 2...Front wheels, 4...Chassis, 15...Deck, 16...Front section, 17...Main body, 22...Movable stopper (stopper), 23...Container lock, C...Container, Cg...Main girder, Cl...Running roller, V...Container detachable vehicle (freight vehicle)

Claims

1. In a trailer that is towed by a cargo vehicle and in which a container having a main girder and running rollers extending front to back at the bottom is loaded and unloaded from the front by the cargo vehicle, A chassis on which the container is loaded has horizontal left and right decks with the vehicle's front-rear direction as its longitudinal direction, The chassis is equipped with a stopper attached to the side of the chassis, which restricts the movement of the loaded container, The trailer is characterized in that the stopper is provided protruding from the front end of the deck at a predetermined distance rearward so as to engage with the container.

2. In the trailer according to claim 1, A trailer characterized in that the stopper is located above the front wheels of the chassis.

3. In the trailer according to claim 1, A trailer characterized in that the stopper is provided on the outside of the deck in the left-right direction.

4. In the trailer according to claim 3, A trailer characterized by having a movable container lock located between the left and right decks.

5. In the trailer according to claim 1, The trailer is characterized in that the deck has a horizontal running surface on which the running rollers run when loading and unloading the containers, and a portion located in front of the horizontal running surface that is wider in the left-right direction than the running surface.

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